December 12 - 13, 2017
Newark, New Jersey

Tuesday, December 12, 2017

 

 

 
7:30 AM — 5:00 PM
 

REGISTRATION

Location: Grand Ballroom Foyer

 

 
 

 
7:30 — 8:30 AM
 

WELCOME BREAKFAST

Location: Grand Ballroom Foyer

 

 
 

 

 


 
8:30 — 8:45 AM
 

WELCOME REMARKS

Location: Salon AB

 
Bill Mongelluzzo
Senior Editor, JOC,
Maritime & Trade,
IHS Markit

 

Chris Brooks
Executive Editor,
The Journal of Commerce and JOC Events, Maritime & Trade,
IHS Markit

 
8:45 — 9:30 AM
 

KEYNOTE ADDRESS

Location: Salon AB

Carriers in 2017-18 are scheduled to take delivery of 150 vessels capable of carrying 10,000 to 20,000 TEU, according to Tan Hua Joo, an executive consultant with research firm Alphaliner. In the trans-Pacific, the vessel of choice soon will be in the 13,000-TEU range, said David Arsenault, president of Logistics Transformation Solutions. In addition to adjusting to the steady upsizing of vessels, North American ports must contend with the formation in April of three powerful carrier alliances that will pressure terminal operators to turn the mega-ships more quickly and efficiently, and at a lower cost, or risk losing their business. Jack Michael Craig, vice president and global head of operations at APM Terminals, will launch the 2017 JOC Port Performance North America Conference with a detailed analysis of the challenges terminal operators face at the berth, in the container yard, and at the gates. What key performance indicators do shipping lines deploy to measure port performance? What will be expected from North American ports in providing terminal capacity, super-post-Panamax cranes, and road and rail infrastructure to enhance supply-chain velocity? As ports densify their operations to handle the projected increase in container volume, is automation of marine terminals the answer?

 
— INTRODUCED BY —
Chris Brooks
Executive Editor,
The Journal of Commerce and JOC Events, Maritime & Trade,
IHS Markit

 

— KEYNOTE SPEAKER —
Jack Michael Craig
Vice President,
Global Head of Operations,
APM Terminals

 


 
9:30 — 10:30 AM
 

NEW YORK-NEW JERSEY:
ADJUSTING TO THE NEW MEGA-SHIPS

Location: Salon AB

Now that the Panama Canal widening and Bayonne Bridge raising projects have been completed, vessels with capacities of up to 14,000 TEUs are calling at the US East Coast's largest port complex on a weekly basis. How well — or not — are marine terminals handling container exchanges that can reach 10,000 in a single vessel call? Will truck queues at the gates grow even longer? Is the road and rail infrastructure in New York-New Jersey capable of accommodating the container surges each day? This session will examine how the port authority, terminal operators, truckers, and BCOs are addressing these crucial issues.

 
— SESSION CHAIR —
Hugh Morley
Senior Editor, JOC,
Maritime & Trade,
IHS Markit

 

— PANELISTS —
Bethann Rooney
Assistant Director,
Port Commerce Department,
Port Authority of New York and New Jersey

 

Jeffrey Bader
CEO,
Golden Carriers Inc.,
and President,
Association of Bi-State Motor Carriers

 

Allen Thomas
Chief Strategy Officer,
Advent Intermodal Solutions Inc.

 

Michael J. DiVirgilio
Principal,
Michael J. DiVirgilio & Associates

 

Robert Fredman
Director,
Global Logistics,
Big Lots Stores Inc.

 
10:30 — 11:00 AM
 

NETWORKING BREAK

Location: Grand Ballroom Foyer

 
SPONSORED BY

sponsor


 
11:00 AM — 12:00 PM
 

EXTENDED GATES:
THE TIME IS NOW

Location: Salon AB

Large North American gateway ports can no longer serve their customers with only the traditional 8 a.m. to 5 p.m. shift. However, port authorities can not afford to eat the labor and equipment cost themselves. Which way are ports leaning -- the PierPass model, which charges a fee of about $140 per container on daytime peak-hours moves, or the Oakland model, which charges $30 on every loaded container no matter what time of the day it moves? Seattle-Tacoma runs extended gates, but only during the peak season. GCT Global Container Terminals in New Jersey runs extended gates for two hours each morning. Vancouver, British Columbia, has an extended-gates program that is linked to mandatory appointments and penalties for non-performance. What is the best model for your port?

 
— SESSION CHAIR —
Bill Mongelluzzo
Senior Editor, JOC,
Maritime & Trade,
IHS Markit

 

— PANELISTS —
John Cushing
President and CEO,
PierPass Inc.

 

Dan Smith
Principal,
Tioga Group Inc.

 

Greg Rogge
Director,
Land Operations,
Planning and Operations,
Port of Vancouver

 
12:00 — 1:00 PM
 

NETWORKING LUNCH

Location: Salon CD

 
 

 
1:00 — 2:00 PM
 

THE NEW CHASSIS REGIME:
ARE BCOS ANY BETTER OFF?

Location: Salon AB

The two largest port complexes, Los Angeles-Long Beach and New York-New Jersey, have made great strides the past three years in improving chassis availability, but frustrated shippers and truckers say there are still too many incidents of chassis shortages and dislocations. What are the intermodal equipment providers in Southern California doing to improve their ground-breaking pool of pools? What are the IEPs in New York-New Jersey doing to improve the market pool arrangement in the largest East Coast port complex? In this session, truckers in both ports will weigh in on the problems they continue to encounter under the current chassis regimes. Are port authority efforts to establish near-dock storage yards having a positive impact on chassis availability? At the end of the day, what can be done about continued ocean carrier involvement in designating which chassis must be used in store-door moves?

 
— SESSION CHAIR —
Bill Mongelluzzo
Senior Editor, JOC,
Maritime & Trade,
IHS Markit

 

— PANELISTS —
Dr. Noel Hacegaba
Chief Commercial & Operations Officer,
Port of Long Beach, California

 

Keith Lovetro
President and CEO,
TRAC Intermodal

 

Robert Loya
Director of Operations,
California Multimodal LLC

 

Steve Schulein
Vice President,
Drayage,
National Retail Transportation Inc.

 
2:00 — 3:00 PM
 

CHASSIS VISIBILITY:
ARE PREDICTIVE ANALYTICS THE ANSWER?

Location: Salon AB

Chassis deficits at some terminals, and surpluses at other locations in the same harbor, are an all-too-frequent occurrence as ships get bigger and vessel-sharing alliances scatter chassis over multiple terminals. Truckers and their customers pay a large price when drivers must wait for hours for chassis to be freed up at terminals where there are shortages, or when they must to drive to a surplus location to secure a suitable chassis. When chassis issues aggravate other congestion problems, drayage companies will charge BCOs congestion surcharges of as much as $150 or they will refuse loads at certain terminals. These problems could be mitigated, and eventually brought under control, by using data and predictive analytics based on previous chassis movements to more precisely define what the chassis requirements will be every day at every terminal in the harbor. The efforts are underway, but frequent problems with chassis dislocations indicates the industry still has a long way to go. This session will offer a deep dive into technologies that allow intermodal equipment providers to accurately calculate how many chassis are in a region, their locations, and where they will be needed.

 
— SESSION CHAIR —
Bill Mongelluzzo
Senior Editor, JOC,
Maritime & Trade,
IHS Markit

 

— PANELISTS —
Dr. Man Wo Ng
Assistant Professor of Maritime
and Supply Chain Management,
Old Dominion University

 

Nathaniel Seeds
CEO,
American Intermodal Management

 

William J. Shea
CEO,
Direct ChassisLink Inc.

 
3:00 — 3:30 PM
 

NETWORKING BREAK

Location: Grand Ballroom Foyer

 
 

 
3:30 — 4:15 PM
 

TRUCKER APPOINTMENTS: A CASE STUDY

Location: Salon AB

The Harbor Trucking Association and Yusen Terminals in Los Angeles worked for more than a year to develop a trucker-friendly appointment system that satisfies Yusen's needs to adequately plan its labor and equipment needs, but is flexible enough to work for truckers on Southern California’s notoriously congested roadways. It wasn’t easy, but Yusen and the truckers believe the model they rolled out in May is a good one. What did each party contribute to the process, and what were the difficulties they had to overcome? What do BCOs who use the appointment system say about it?

 
— SESSION CHAIR —
Mark Szakonyi
Executive Editor,
JOC.com and The Journal of Commerce,
Maritime & Trade, IHS Markit
 

 

— PANELISTS —
Weston LaBar
Founding Partner and Executive Director,
PEAR Strategies and Harbor Trucking

 

Alan McCorkle
Vice President,
West Coast Operations,
Yusen Terminals Inc.

 

Deborah Ryan
Vice President,
Global Transportation and Logistics,
Ascena Retail Group

 

John Atkins
President,
GCT USA

 
4:15 — 5:00 PM
 

LONGSHORE LABOR: ROOM TO BREATHE?

Location: Salon AB

This summer's agreement between the ILWU and PMA to extend the waterfront contract to July 1, 2022, gives labor and management five years to cooperate on productivity enhancements that could help labor and management achieve their mutual goal of stemming the loss of market share to East and Gulf Coast ports. The good news for West Coast ports, according to employers, is that the contract provides all of the flexibility they need to address traditional work practices that limit productivity in this era of mega-ships. The greatest challenge labor and management face is demonstrating a willingness to change a culture and work ethic that hasn't evolved much since the dawn of containerization 60 years ago. James McKenna, president of the Pacific Maritime Association will provide a frank assessment of what must be done to make West Coast ports the gateways of choice for beneficial cargo owners.

 
— INTRODUCED BY —
Bill Mongelluzzo
Senior Editor, JOC,
Maritime & Trade,
IHS Markit

 

— PANELISTS —
James C. McKenna
President and CEO,
Pacific Maritime Association

 

Stephen Hennessey
Senior Vice President,
Labor Relations,
and Chief Operating Officer,
Pacific Maritime Association

 
5:00 — 6:30 PM
 

NETWORKING RECEPTION

Location: Grand Ballroom Foyer

   

 STATEMENT OF JOC CONFERENCE EDITORIAL POLICY:All JOC conference programs are developed independently by the JOC editorial team based on input from a wide variety of industry experts and the editors' own industry knowledge, contacts and experience. The editorial team determines session topics and extends all speaker invitations based entirely on the goal of providing highly relevant content for conference attendees. Certain sponsors may give welcoming remarks or introduce certain sessions, but if a sponsor appears as a bona-fide speaker it will be because of an editorial invitation, not as a benefit of sponsorship. Sponsorship benefits do not include speaking on a program.