Won t Be Fooled Again

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1 Won t Be Fooled Again How BCOs Plan to Avoid the Pitfalls of West Coast Port Congestion Written By: Eric Johnson Research Director American Shipper Data Research By: Sandra Kasper Project Management Assistant American Shipper Published March 2015 Sponsored by:

2 Executive Summary Shippers have borne the brunt of the operational missteps and rancorous labor negotiations at West Coast ports starting from mid The sheer depth and length of the problems have prompted many not just to take short-term action to temporarily divert cargo through contingency gateways. It has led some to actively seek long-term strategic alternative avenues for their cargo in North America. In short, many beneficial cargo owners are seriously contemplating the shift of a sizable percentage of their volume to U.S. East Coast ports. ii According to an American Shipper survey of 403 shippers and 191 3PLs conducted Jan. 20 through Feb. 4, 2015, there is serious concern that the problems on the U.S. West Coast are not short-term in nature, and it is stirring cargo owners into action. A significant portion have indicated they will not only shift cargo from the West Coast to East Coast, they also plan to relocate to, or add distribution centers on the East Coast. Executive Summary The congestion has had an indelible impact on BCOs 95 percent of manufacturers and 99 percent of retailers said they have been affected. Around 40 percent of shippers that currently only use West Coast ports say they are considering using East Coast ports. More significantly, roughly half of shippers that already use ports on both coasts say they plan to shift cargo from West to East because of the congestion. These shifts will have a tangible impact on shipper supply chain strategy. A third of retailers and one-fourth of manufacturers say they will add, or relocate to, distribution centers on the East Coast. Shipper respondents to this survey indicate they plan to migrate, on average, 20 percent of their volume from West to East. That 20 percent shift cuts across all categories measured in this report both large and small/medium shippers, and retailers and manufacturers suggesting the impacts of port congestion were felt uniformly by North American shippers. It should be noted that the extent of the migration might well be impacted by recency bias, with shippers feeling the pain of congestion planning on larger volume allocations to the East Coast than they might up end enacting. But the message is clear: congestion in West Coast ports the last nine months has left shippers scarred.

3 More than three in five large BCOs that currently use ports on both coasts say they will move volume from West to East. Compare that to fewer than two in five small and medium-sized shippers. These numbers should trouble stakeholders at West Coast ports, because they indicate a willingness from the large BCOs they covet to shift cargo patterns on a long-term basis. And more than a third of large shippers, those with $1 billion or more in revenue, say they plan to add, or relocate to, DCs on the East Coast. 3PLs have also felt the sting of port congestion. On the one hand, they deal with the impact of delayed vessel calls, poorly aligned chassis supply, and changing carrier alliances just as BCOs do. On the other hand, 3PLs sell themselves in times of crisis, helping their shipper customers navigate choppy waters. iii Nearly half of 3PLs surveyed say they will switch volume to the East Coast. That s roughly in line with the percentage of BCOs that indicate they will reallocate cargo from the West Coast to the East Coast, suggesting 3PLs are largely in tune with the needs of their BCO customers. The same is true of 3PLs planning to add East Coast DCs three in 10 say they plan to, also in line with shippers. Executive Summary The consequences for West Coast ports are clear they clearly are at risk of losing cargo volume to East Coast ports on a long-term basis. Ports must be wary of the associated economic complications that may cause to each individual port s ecosystem. On the flip side of the coin, East Coast ports stand to benefit from shippers wary of being too dependent on West Coast ports with increased allocations from shippers of all types and sizes.

4 Table of Contents Executive Summary... ii Section I: Introduction... 4 Section II: Effect of West Coast Congestion on Manufacturers and Retailers... 5 Section III: Effect of West Coast Congestion on Large and Small/Medium-sized Shippers Section IV: Effect of West Coast Congestion on 3PLs Section V: Conclusion Appendix I: Demographics Appendix B: About Our Sponsors > The Port of New Orleans: Our Connections Run Deep Appendix C: About American Shipper Research Table of Contents

5 Figures Figure 1: Effect of Port Congestion on Operations... 5 Figure 2: Use of Both Coasts for Imports Manufacturers vs. Retailers... 5 Figure 3: Will You Start Using U.S. East Coast Ports?... 6 Figure 4: Will You Switch Volume from U.S. West Coast to U.S. East Coast Ports?... 7 Figure 5: Primary Driver for Switching Cargo to U.S. East Coast... 8 Figure 6: Plans to Relocate to East Coast DCs: Manufacturers vs. Retailers... 8 Figure 7: Volume Breakup Between Coasts Current vs. Planned... 9 Figure 8: West Coast/East Coast Volume Ratio: Manufacturers vs. Retailers Figure 9: Use of Both Coasts for Imports Large vs. Small/Medium Shippers Figure 10: Will You Start Using U.S. East Coast Ports? Figure 11: Will You Switch Volume from U.S. West Coast to U.S. East Coast Ports? Figure 12: Large Shipper West Coast/East Coast Volume Ratio Figure 13: Small Shipper West Coast/East Coast Volume Ratio Figure 14: West Coast/East Coast Volume Ratio Figures Figure 15: Plans to Relocate to East Coast DCs Figure 16: Use of Both Coasts for Imports 3PLs Figure 17: Will You Start Using U.S. East Coast Ports? Figure 18: Will You Switch Volume from U.S. West Coast to U.S. East Coast Ports? Figure 19: Plans to Relocate to East Coast DCs Figure 20: Industry Segments Figure 21: Company Size Figure 22: U.S. West Coast Ports Used Figure 23: Most Problematic U.S. West Coast Port... 22

6 Section I: Introduction Beneficial cargo owners that rely on ports on the U.S. West Coast have been living under a dark cloud for more than a year. Systemic operational problems have caused crippling congestion at ports up and down the coast, nowhere more keenly felt than at the nation s most important container gateway, the ports of Los Angeles and Long Beach. 4 The causes of congestion are myriad: the arrival of ever-larger container vessels dumping more volume in a short period of time; expanding carrier alliance structures changing terminal berthing patterns and affecting drayage pickups; the industry s rough transition of its chassis ownership structure from ocean carriers to third party leasing companies; and relatively low productivity in container terminals. Those problems have been exacerbated by a contentious set of negotiations between union longshoremen and their employers that was only just resolved at the end of February. It has been a potent and combustible mix. Section I: Introduction Shippers have borne the brunt of the operational missteps and rancorous labor negotiations at West Coast ports. And the sheer depth and length of the problems have prompted many not just to take short-term action to temporarily divert cargo through contingency gateways. It has led some to actively seek long-term strategic alternative avenues for their cargo in North America. In short, many BCOs are seriously contemplating the shift of a sizable percentage of their volume to U.S. East Coast ports. According to an American Shipper survey of 403 shippers and 191 3PLs conducted Jan. 20 through Feb. 4, 2015, there is serious concern that the problems on the U.S. West Coast are not short-term in nature, and it is stirring cargo owners into action. This report examines the extent to which BCOs, in particular, have indicated they will shift cargo away from the West Coast, and whether that shift includes relocation of cargo to distribution centers on the East Coast.

7 Section II: Effect of West Coast Congestion on Manufacturers and Retailers Little surprise that 95 percent of manufacturers and 99 percent of retailers have been affected by congestion at U.S. West Coast ports. It is not understating the issue to say that congestion at those ports, wherever the blame lies, is affecting nearly every North American-based supply chain. The majority of BCOs shipping in and out of North America are diversified in terms of using ports on both coasts, according to Fig. 2. More than four in five manufacturers ship via both coasts, as do more than two in three retailers. This presence on both coasts is significant in that it would seemingly allow those BCOs a more straightforward avenue to allocate more cargo to U.S. East Coast ports than shippers that have no existing presence on the East Coast. 5 Figure 1: Effect of Port Congestion on Operations 65% 52% 39% 26% 13% 0% 49% 60% We have been significantly affected 46% 39% We have been moderately affected 2% 1% We have not been affected at all Figure 2: Use of Both Coasts for Imports Manufacturers vs. Retailers Manufacturers 2% 1% Uncertain Retailers Manufacturers Retailers 388 total respondents Section II: Effect of West Coast Congestion on Manufacturers and Retailers 19% 32% 81% Ship to Both Coasts West Coast Only 68% 365 total respondents

8 But of those shippers who currently only use West Coast ports, more than 40 percent of both retailers and manufacturers are at least considering the use of East Coast ports due to the congestion problems at West Coast ports. While a small proportion of this group says it intends to definitely begin using East Coast ports, the fact that close to 40 percent more are considering that strategic move shows the extent to which the congestion has affected their thinking about how to structure their supply chains. Another way to think about this is that it is hard to imagine a shipper not currently using East Coast ports being induced to do so if it experienced no congestion problems at its existing West Coast ports. Figure 3: Will You Start Using U.S. East Coast Ports? 55% 54% Manufacturers 6 44% 42% 42% Retailers 35% 33% Section II: Effect of West Coast Congestion on Manufacturers and Retailers 22% 11% 0% 4% 7% We will definitely start using U.S. East Coast ports We are considering whether to use U.S. East Coast ports 2% 1% We have no plans to use U.S. East Coast ports 0% 16% Uncertain For the remainder of BCOs surveyed, those who indicated they use ports on both coasts, more than half of manufacturers and nearly half of retailers say they will migrate volume from West Coast ports to East Coast ports on a long-term basis. These are not short-term diversions meant to avoid temporary problems respondents were asked clearly whether these shifts would be long-term in nature. 95 total respondents

9 Considering the demographics of the respondent pool remember that nearly 40 percent of these companies are generating more than $1 billion in revenue annually this should send shivers up the spines of West Coast port authorities, terminal operators, and dockworkers. Bear in mind, also, that this question doesn t even account for shippers that plan to route volume currently moving through West Coast ports to non-east Coast alternative gateways, like Prince Rupert in Canada, or Lazaro Cardenas in Mexico. Figure 4: Will You Switch Volume from U.S. West Coast to U.S. East Coast Ports? Manufacturers Retailers 7 48% 52% Yes No 53% 47% 270 total respondents It s little surprise that the top two drivers of the planned shift of cargo from West Coast to East Coast (for those that said they will make that shift) are the chronic operational problems and the threat of ongoing labor negotiations. As it turns out, the labor negotiation issue seems largely settled as of late February, but the threat of another flare-up between two obstinate groups clearly has shippers worried. The more ongoing concern is operational issues at West Coast container terminals outside the impact of any labor-employer strife. BCOs are simply worried about whether terminals on the West Coast will be able to sort out the issues causing congestion in the short and middle term. Section II: Effect of West Coast Congestion on Manufacturers and Retailers

10 Shippers at this point are surely wary of congestion and labor impacts on both coasts. With that in mind, the impetus for the shift of cargo to East Coast ports is likely more about being able to hedge their bets in both directions in case problems man-made or due to Mother Nature occur. Figure 5: Primary Driver for Switching Cargo to U.S. East Coast Operational issues at West Coast ports won t be resolved soon 50% 55% ILWU-PMA labor negotiations will affect ports for long time Makes more sense to serve our consumer base or suppliers through East Coast ports 4% 10% 29% 38% Manufacturers Retailers 8 Made decision prior to the congestion problems to shift more volume to East Coast ports 6% 9% 0% 10% 20% 30% 40% 50% 60% 127 total respondents Section II: Effect of West Coast Congestion on Manufacturers and Retailers So what does this planned shift of volume from West to East actually mean? How might it manifest itself in terms of BCOs supply chain strategies? Well, Fig. 6 indicates that a healthy proportion of shippers that plan to switch cargo to East Coast ports will either add East Coast distribution centers to their existing network or relocate to DCs on the East Coast. About a third of retailers and a quarter of manufacturers said they plan to effect these changes. Again, this is not merely reallocating volume to all-water services to avoid temporary disruptions. These are structural supply chain changes that nearly one in three BCOs say they plan to enact. Figure 6: Plans to Relocate to East Coast DCs: Manufacturers vs. Retailers Manufacturers Retailers 23% Yes 34% No 77% 66% 135 total respondents

11 And Fig. 7 vividly highlights the extent to which BCOs no longer want to be held captive by ports on one coast. Consider that BCOs surveyed for this report that use ports on both coasts on average allocate more than 60 percent of cargo to West Coast ports on average. Then consider that these same shippers say they plan to allocate roughly 60 percent of East Coast ports long-term. That is a 20 percent shift of volume, not even taking into account shippers that today only use West Coast ports and the volume they may shift to East Coast ports. Whether that planned migration of cargo comes to fruition is up for debate. The impact of so-called recency bias, where recent events have a disproportionate impact on decision-making, is unclear. But the intent is more than clear BCOs plan to shift cargo away from the West Coast. BCOs no longer want to be held captive by ports on one coast. Figure 7: Volume Breakup Between Coasts Current vs. Planned Current BCO West Coast/East Coast Volume Ratio Planned BCO West Coast/East Coast Volume Ratio 9 39% 61% West Coast East Coast 60% 40% 270 total respondents Section II: Effect of West Coast Congestion on Manufacturers and Retailers

12 Drilling deeper into these numbers, 56 percent of manufacturers currently allocate 70 percent or more of their cargo to West Coast ports. But because of the current congestion at West Coast ports, only 15 percent say they will allocate 70 percent or more volume to the West Coast moving forward. That is another view into this massive potential shift of volume. For retailers, the picture is much the same 47 percent currently allocate 70 percent or more to West Coast ports, but only 21 percent say they will do so in the future. Indeed, though it might be a reaction to the extreme conditions present at West Coast ports, many more BCOs indicated they will route the bulk of their cargo (90 percent) through East Coast ports in the future than currently do so at West Coast ports. It appears most likely that shippers, where possible, will more evenly divide their allocations between coasts. Figure 8: West Coast/East Coast Volume Ratio: Manufacturers vs. Retailers 10 Manufacturers Section II: Effect of West Coast Congestion on Manufacturers and Retailers 30% 25% 20% 15% 10% 5% 0% 30% 25% 20% 15% 10% 5% 0% 26% 18% 19% 19% 16% 14% 12% 11% 11% 8% 9% 10% 10% 5% 2% 2% 7% 2% 90-10% 80-20% 70-30% 60-40% 50-50% 40-60% 30-70% 20-80% 10-90% Current Planned Retailers 26% 24% 19% 17% 15% 15% 13% 14% 11% 6% 10% 10% 7% 3% 0% 4% 4% 3% 90-10% 80-20% 70-30% 60-40% 50-50% 40-60% 30-70% 20-80% 10-90% Current Planned 270 respondents Note: The mentioned ratio refers to the percentage breakup of West Coast/East Coast volumes, with the West Coast volume mentioned first.

13 Section III: Effect of West Coast Congestion on Large and Small/Mediumsized Shippers Ports are understandably keen to ensure they have a healthy portfolio of major shippers using their facilities. Equally, large shippers are keen to ensure that not all their eggs are in one basket. Burned by twin disruptions in Southern California in the early 2000s first a 10-day lockout of longshoreman in 2002 and then by congested terminals and strained intermodal capacity in 2004 major BCOs have learned to diversify the ports they use. So it s no shock to see nearly 90 percent of large shippers using ports on both coasts (Fig. 9). It s also no surprise that fewer smaller shippers use ports on both coasts though it s notable that two in three of these small or medium-sized BCOs have indeed diversified their supply chains to include ports on both coasts. 11 Figure 9: Use of Both Coasts for Imports Large vs. Small/Medium Shippers Large Shippers Small/Medium Shippers 11% 35% Ship to Both Coasts West Coast Only 66% 89% Section III: Effect of West Coast Congestion on Shippers 365 total respondents

14 Of the large shippers that use only West Coast ports, a sizable percentage say they will begin using East Coast ports on a long-term basis due to congestion on the West Coast including 25 percent who say will they definitely begin using East Coast ports (Fig. 10). Small and medium-sized BCOs seem less inclined to use East Coast ports if they don t already perhaps due to less investment capability, or consumer markets too far away from the East Coast. More than three in five large BCOs that currently use ports on both coasts say they will move volume from West to East. Figure 10: Will You Start Using U.S. East Coast Ports? 55% 50% 51% Large Shippers 44% Medium Shippers 33% 33% 12 25% 22% Section III: Effect of West Coast Congestion on Shippers 11% 0% 4% We will definitely start using U.S. East Coast ports We are considering whether to use U.S. East Coast ports 13% 1% We have no plans to use U.S. East Coast ports 13% 12% Uncertain 95 total respondents

15 This dichotomy between large and small/medium shippers is further reflected in Fig. 11, where more than three in five large BCOs that currently use ports on both coasts say they will move volume from West to East. Compare that to fewer than two in five small and medium-sized shippers. Again, as with Fig. 4, these numbers should trouble stakeholders at West Coast ports, because they indicate a willingness to shift cargo patterns on a long-term basis. In fact, Fig. 11 might be more worrisome, because it more directly indicates ports on the West Coast will lose volume from the large BCOs they covet. Figure 11: Will You Switch Volume from U.S. West Coast to U.S. East Coast Ports? Large Shippers Small/Medium Shippers 13 39% Yes 38% 61% No 62% 270 total respondents Section III: Effect of West Coast Congestion on Shippers

16 Figs. 12 and 13 show that shippers large and small plan to shift a significant portion of volume to East Coast ports. Respondents to this survey both large and small, both retailers and manufacturers all plan to shift around 20 percent from West to East on average. That shows how uniformly West Coast port congestion has affected all segments of the BCO community. It has not favored one category over the other. Figure 12: Large Shipper West Coast/East Coast Volume Ratio Current Planned 14 37% East Coast 41% 61% West Coast 59% Section III: Effect of West Coast Congestion on Shippers 270 total respondents Figure 13: Small Shipper West Coast/East Coast Volume Ratio Current 37% East Coast West Coast 63% 40% Planned 60% 270 total respondents

17 Fig. 14, meanwhile, illustrates again that shippers large and small plan to avoid a strategy in which they lean too heavily on West Coast ports. Roughly 15 percent of large and small/medium shippers say they will continue allocating 70 percent or more of their cargo to West Coast ports. The rest favor a more even distribution of their cargo between coasts. Figure 14: West Coast/East Coast Volume Ratio Small Shipper 30% 27% 25% 20% 15% 10% 5% 0% 25% 20% 15% 10% 5% 0% 20% 18% 18% 15% 14% 11% 11% 9% 7% 4% 10% 9% 5% 8% 8% 7% 0% 90-10% 80-20% 70-30% 60-40% 50-50% 40-60% 30-70% 20-80% 10-90% Current Planned Large Shipper 24% 21% 21% 16% 12% 12% 10% 11% 8% 12% 12% 12% 9% 3% 7% 8% 1% 2% 90-10% 80-20% 70-30% 60-40% 50-50% 40-60% 30-70% 20-80% 10-90% 15 Section III: Effect of West Coast Congestion on Shippers Current Planned 270 total respondents Note: The mentioned ratio refers to the percentage breakup of West Coast/East Coast volumes, with the West Coast volume mentioned first.

18 Around one-third of large shippers say they will add East Coast DCs or migrate volume to East Coast DCs as a response to congestion at West Coast ports (Fig. 15). A smaller, but still significant, proportion of small and medium-sized shippers say they will do the same. The message is clear shippers large and small have been scarred by what has occurred on the West Coast over the past year and won t let it happen again. Figure 15: Plans to Relocate to East Coast DCs Large Shippers Small/Medium Shippers 16 32% Yes No 27% 68% 73% Section III: Effect of West Coast Congestion on Shippers 135 total respondents

19 Section IV: Effect of West Coast Congestion on 3PLs Another dimension of West Coast port congestion is its impact on logistics companies. 3PLs are in the odd position of being positively and negatively impacted by crises such as have occurred in recent months. On the one hand, they feel the crunch of delayed vessel calls, poorly aligned chassis supply, and changing carrier alliances just as BCOs do. On the other hand, 3PLs sell themselves in times of crisis, helping their shipper customers navigate choppy waters. Given their role is to service shippers with international supply chains across North America, it s hardly a shock that the vast proportion of 3PLs use ports on both coasts (Fig. 16). The ones that don t are likely regional or niche 3PLs with a small geographic customer base. 17 Figure 16: Use of Both Coasts for Imports 3PLs 8% 92% Ship to Both Coasts West Coast Only Section IV: Effect of West Coast Congestion on 3PLs 365 total respondents

20 Of the small number of 3PLs that don t currently use East Coast ports, about half say they are considering it due to congestion at West Coast ports (Fig. 17). While it is hard to make any definitive conclusions based on such a small sample, it s probably fair to guess that those with no intention of using East Coast ports simply don t have the option, or it just makes no sense given the consumption pattern of their customers customers. Figure 17: Will You Start Using U.S. East Coast Ports? 18 19% 38% 26% 19% We will definitely start using U.S. East Coast ports We are considering whether to use U.S. East Coast ports We have no plans to use U.S. East Coast ports Uncertain Section IV: Effect of West Coast Congestion on 3PLs 95 total respondents For those 3PLs that do use ports on both coasts, nearly half say they will switch volume to the East Coast (Fig. 18). That s roughly in line with the percentage of BCOs that indicate they will reallocate cargo from the West Coast to the East Coast, suggesting 3PLs are largely in tune with the needs of their BCO customers. Figure 18: Will You Switch Volume from U.S. West Coast to U.S. East Coast Ports? 52% 48% Yes No 270 total respondents

21 Fig. 19 shows that three out of 10 3PLs plan to relocate to East Coast DCs or add East Coast DCs to their network. As with Fig. 18, this is quite in line with responses from BCOs 3PLs appear to be aligned with shippers in terms of planned major structural changes to their supply chain. Figure 19: Plans to Relocate to East Coast DCs 29% Yes No 71% total respondents Section IV: Effect of West Coast Congestion on 3PLs

22 Section V: Conclusion It s difficult to view the results of this report through any other lens but this: BCOs have been jolted into rethinking their cargo allocations and supply chain structures by the chronic congestion at West Coast ports over the past year. That will result in several effects: Shippers currently using ports on both coasts will migrate some of their cargo from West Coast ports to East Coast ports roughly 20 percent on average Shippers currently only using West Coast ports will consider using East Coast ports 20 Shippers will avoid allocating too high of a percentage of their total container volume to ports on one coast Shippers will consider relocating to or expanding to distribution centers on the East Coast to alleviate some or all of their reliance on West Coast ports Section V: Conclusion Additionally, 3PLs are well aligned with their BCO customer in terms of plans to shift cargo allocations from West Coast ports to East Coasts as well as using distribution centers on the East Coast. All of these developments have the same consequence for West Coast ports the potential loss of cargo volume to East Coast ports and the associated economic complications that may cause to each individual port s ecosystem. On the flip side of the coin, East Coast ports stand to benefit from shippers wary of being too dependent on West Coast ports with increased allocations from shippers of all types and sizes. Coupled with the soon-to-be-completed wider set of Panama Canal locks, the West Coast congestion crisis may very well have the effect of permanently resetting the point of entry for a large proportion of North America s discretionary cargo.

23 Appendix I: Demographics As with all American Shipper research initiatives, respondents to this survey come from a diverse set of shipper categories. Forty-seven percent of the 403 BCO respondents are retailers, 36 percent are manufacturers, with 12 percent from the raw materials and commodities sectors. Figure 20: Industry Segments 3% 2% 18% 12% 47% Retail/Wholesale Discrete Manufacturing Process Manufacturing Raw Materials/Commodities 21 18% Government/Public Sector Engineering/Construction 403 total respondents Appendix I: Demographics Of those BCOs, 37 percent are what American Shipper considers to be large shippers that is, companies with more than $1 billion in revenue. This report makes comparisons between these large shippers and their small and mediumsized peers. Figure 21: Company Size 37% 30% Less than $100 million Between $100 million and $1 billion More than $1 billion 32% 383 total respondents

24 Fig. 22 shows that BCO respondents overwhelmingly rely on the Southern California gateways as the ports of arrival or departure for their cargo. Nearly nine in 10 shippers surveyed use these ports, while only about one in three respondents use Seattle, Tacoma, or Oakland. The implication here is clear: problems at the ports of Los Angeles and Long Beach are magnified by the reliance shippers currently have on them. Shippers using those ports also know they are vulnerable to an overreliance on that gateway when major disruptions occur. Fig. 23 puts a finer point on the issue, as respondents were asked to name the single port complex that has been most problematic for them during this congestion crisis. Three in four named Los Angeles/Long Beach, while a smattering (around 20 percent and most likely agriculture shippers) encountered bigger problems in Oakland and the Pacific Northwest ports. 22 Figure 22: U.S. West Coast Ports Used 90% 88% Appendix I: Demographics 81% 72% 63% 54% 45% 36% 27% 49% 36% 34% 31% 18% 9% 12% 2% 4% 0% Los Angeles/ Long Beach Seattle Tacoma Oakland Portland We only ship via the U.S. East Coast 385 total respondents Figure 23: Most Problematic U.S. West Coast Port 75% 74% 60% 49% 45% 30% 15% 0% Los Angeles/ Long Beach 9% Tacoma 8% Oakland 4% 4% 0% Seattle Portland All Have Been Affected Equally 366 total respondents

25 Appendix B: About Our Sponsors The Port of New Orleans: Our Connections Run Deep The Port of New Orleans is a deep-draft multipurpose port at the center of the world s busiest port system Louisiana s Lower Mississippi River. Connected to major inland markets and Canada via 14,500 miles (23,335 kilometers) of navigable waterways, six class I railroads and the interstate highway system, the Port of New Orleans is the ideal gateway for containers, chemicals, coffee, steel, project cargo, natural rubber, forest products, manufactured goods and more. An extensive network of ocean carrier services as well as the added value services like transloading of bulk commodities into containers make the Port of New Orleans the superior logistics solution for many types of cargo. To accommodate growth and prepare for the future, the Port has invested more than $100 million in capital improvement projects since 2012 and has a Master Plan to expand the Napoleon Avenue Container Terminal to 1.5 million TEU capacity. Gaining recognition for our premium connectivity, world-class customer service and strategic location, the Port was named Business Facilities top Logistics Leader in 2013 and Port Operator of the Year by Lloyd s List in its 2014 top North American Maritime Companies. Learn more at 23 Appendix B: About Our Sponsors

26 Appendix C: About American Shipper Research Background Since our first edition in May 1974, American Shipper has provided U.S.-based logistics practitioners with accurate, timely and actionable news and analysis. The company is widely recognized as the voice of the international transportation community. In 2008 American Shipper launched its first formal, independent research initiative focused on the state of transportation management systems in the logistics service provider market. Since that time the company has published more than a dozen reports on subjects ranging from regulatory compliance to sustainability. Scope 24 American Shipper research initiatives typically address international or global supply chain issues from a U.S.-centric point of view. The research will be most relevant to those readers managing large volumes of airfreight, containerized ocean and domestic intermodal freight. American Shipper readers are tasked with managing large volumes of freight moving into and out of the country so the research scope reflects those interests. Appendix B: About Our Sponsors Methodology American Shipper benchmark studies are based upon responses from a pool of approximately 40,000 readers accessible by invitation. Generally each benchmarking project is based on qualified responses to a question survey depending on the nature and complexity of the topic. American Shipper reports compare readers from key market segments defined by industry vertical, company size, and other variables, in an effort to call out trends and ultimate best practices. Segments created for comparisons always consist of 30 or more responses. Library American Shipper s complete library of research is available on our Website: AmericanShipper.com/Research. Annual studies include: Global Trade Management Report Global Transportation Procurement Benchmark Global Transportation Management Benchmark Global Transportation Payment Benchmark Import Operations & Compliance Benchmark Export Operations & Compliance Benchmark Contact Eric Johnson Research Director American Shipper ejohnson@shippers.com

27 25 Appendix B: About Our Sponsors Copyright 2015 by Howard Publications, Inc. All rights reserved. No part of the contents of this document may be reproduced or transmitted in any form or by any means without the permission of the publisher.

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