Crown TWIC News

The New Faces of Trucking

noreply@blogger.com (Anonymous) — Tue, 04 Dec 2018 13:53:00 +0000

Leilani and Cheyenne are the first female students enrolled in Patterson High School’s trucking driving program.

Leilani and Cheyenne are not your typical high school students. What sets them apart is that they both share a passion for trucking and see the vast opportunities that industry offers. The students attend Patterson High School, in Patterson, California. Leilani is a senior and is enrolled in one of the first high school trucking programs in the nation. Cheyenne is a junior who is enrolled in the school's supply chain and logistics management class and will be enrolling in the trucking program next year when she is a senior.

The passion these young students have is definitely not the norm as reflected in the current representation of women who are commercial truck drivers—approximately just 6 percent of the commercial truck driver workforce is made up of females and, according to the Bureau of Labor Statistics, this is up only 1.1 percent since 2008.

Having launched this unique high school program in 2017 as a way to proactively address the driver shortage, Dave Dein, CDL coordinator and instructor, is more than ecstatic to have Leilani, his first female truck driving student, enroll in the class this year.

"It takes great courage and grit to choose to be the first at anything," he says. "I have utmost respect for Lelani to pursue a career in this male-dominated industry and I will do everything I can to support her."

He is equally excited that Cheyenne is also looking at trucking as a career path because it will provide the financial stability, adventure, and challenge that she is looking for.

Dein sees the need to not only promote the vast opportunities trucking offers to females, but he also understands the importance of providing support for those who choose to enter into this industry.

"It is apparent that if we expect to see any significant change in the number of women entering into this industry, there has to be a consistent and an intentional course of action for them to have positive female role models they can connect with," he says.

After Leilani enrolled this year, the first thing Dein did was to find out what resources are currently available to help support females in the trucking industry. He didn't have to search long. The nonprofit Women in Trucking quickly stood out as a premier organization that is dedicated to providing support, resources, and networking opportunities.

One way Leilani and Cheyenne can experience this firsthand is to attend the Women in Trucking Accelerate! A conference, where the students will be able to meet women who have generated their own success in the trucking industry. They can attend seminars designed to empower women and enable them to take on the challenges that they will certainly have to face.

Dein so understands the importance of having Leilani and Cheyenne attend this conference that he created a GoFundMe page to help raise the necessary funds for them to attend.

"My personal goal is for both these young women to find success in the industry," Dein says. "I hope they can come back and be the necessary and needed role models who will inspire a whole new generation of females to carve out their own road in this exciting industry."

Top 4 Mobile Apps for Logistics and Trucking Professionals

noreply@blogger.com (Anonymous) — Thu, 01 Nov 2018 11:34:00 +0000

The right mobile application can make a world of difference for logistics professionals who rely on smartphones or tablets to help them do their jobs.

Whether it’s your phone’s GPS that safely guides you to an unfamiliar location or a well-integrated app that keeps all your spare thoughts conveniently in one spot, there’s an app to help get you through even the toughest of daily tasks.

Here’s is our top 4 mobile apps for making your logistics or trucking job more organized, efficient, and convenient.

1. Evernote

While not specifically designed for the warehousing and logistics field, Evernote is a regular atop many best app lists. It’s free, simple, and there’s no productivity app that comes close to its utility.

Evernote is on every mobile platform and is fully integrated into all major web browsers. Use this virtual notebook to take notes and create to-do lists or use its voice recording technology to dictate ideas on the fly.

2. Dock411

We host all the details you could possibly want to know about your stop. Want to know if you can use the bathroom? What’s the wait time? Do they have a driver’s lounge and are dogs allowed? Need somewhere to rest for the night? Maybe they have overnight parking. Details like these are important when you’re heading somewhere new. Learn what other drivers have to say about a drop-off. We have 70+ Dock Attributes to help make your trip smoother.

3. Smart truck route

Instant Truck Routes on your Android Smartphone, Tablet or Apple iPhone!

SmartTruckRoute helps you Save Gas, Save Time, and Stay SafeDriving a truck is hard enough without worrying about navigation. The SmartTruckRoute GPS app creates truck-specific routes with free live map updates, so your maps will always be up to date. Commercial drivers can now navigate with confidence

4. Freight Tracer

FreightTracer is the freight industry’s most powerful Full-Truck Load GPS Management Tool. You now have the ability to track your freight in real time, regardless of whether you use company drivers, asset-based trucking companies or third-party logistics (3PL) companies.

Road Trip Planning Tips for Professional Truckers

noreply@blogger.com (Anonymous) — Thu, 20 Sep 2018 12:42:00 +0000

An experienced truck driver understands the importance of planning each road trip ahead. Planned trips make for higher profits, while also easing stress on drivers. Having a set schedule for when you take breaks for meals, to re-fuel, and rest are vital to making it as a professional truck driver. Here are a few tips to help you on your journey.

Check the weather. Use a weather app on your phone to keep track of the daily forecast. Account for heavy showers, and if possible, plan your trip around bad weather areas.
Consider your location. If you are traveling in a mountainous region that requires a lower speed limit, and challenging driving conditions, then account for the extra time in your planning. Other things to consider include border crossings and expected traffic delays. If certain areas are prone to traffic build-ups later in the day, plan to arrive there extra early to avoid the crowds.
Plan fuel stops in advance. There can be a big difference in fuel prices from one state to the next. Do your research and plan ahead as to where you can get the best deal when filling up.
Grocery shopping. While the occasional restaurant stop is good for meeting new people and giving yourself a proper break, it’s good to stock up on foods to keep on hand during the day. Plan trips to stores with big parking lots able to accommodate your truck’s size.
Allow extra time. Always plan on allowing yourself more time than you’ll need. It’s good to leave extra room for the unexpected. It also looks good to clients when you arrive ahead of schedule. Keeping yourself ahead of time allows you to maintain proper speed without rushing, and to keep yourself safe while on the road.
Keep extra supplies on hand in remote areas. It’s extremely important to make sure you have food and essential supplies on hand, especially when traveling in remote areas. If you were to break down, you will be glad you took the necessary precautions.
Use an app. There are several apps out there that make road trip planning easier. Use Google maps as a way to add multiple destinations. Another great one specifically designed for truckers is the Smart Truck Routes, which is great for managing time. If your headed to pick up from a load use the DOCK411 app it is an excellent tool.
Keep maps on hand. While we live in a modern age of technology, there are times when things break down or you lose reception while on the road. In this case, keep some maps on hand for back up. It may also help to have a interstate travel guide on hand, such as The Next Exit, a complete guide of interstate highway exits.

Planning ahead can help to minimize stress while on the road. Keep a dated notebook of your planned itineraries, check in frequently with the weather and projected traffic to alter your schedule as needed, and with a little extra planning you’ll make your stops with plenty of time to spare.

Best Truck Stops

noreply@blogger.com (Anonymous) — Thu, 13 Sep 2018 11:00:00 +0000

Best Truck Stop.

Whether you need diesel stations to fuel up, looking for a delicious homemade meal like grandma used to make or just looking for a place with truck parking to rest, these are the best truck stops perfect for truck drivers.

Creek Travel Plaza – Atmore, AL
Karde’s 151 – Monticello, IA
Gore’s Travel Plaza – Seiling, OK
Association of Christian Truckers – Brownstown, IL
BJs Travel Center – New Madrid, MO
Hixton Travel Plaza – Hixton, WI
Kwik Trip Travel Center – Austin MN
Kwik Trip #202 – Plover, WI
Refugio Travel Center – Refugio, TX
Texas 87/ Tiger Truck Stop – Esperanza, TX

What Makes It a Best Truck Stop?

Truck stops and travel centers with available truck parking, fantastic customer service and useful amenities like showers, repair services, laundry facilities and WiFi found themselves a cut above the competition.

It’s no secret, truck drivers love to eat. That’s why restaurant options and food quality were also included in our decision-making when ranking the best truck stops. The next time you are traveling through America, be sure to check out one of these nearby truck stops.

Need access to the ports? Contact us today, we get you in, out and on your way. www.crowntwic.com

Adding Value to Your Supply Chain

noreply@blogger.com (Anonymous) — Thu, 06 Sep 2018 11:45:00 +0000

Demand to provide the optimal customer experience continues to escalate, and companies must continually seek out better ways to deliver customer satisfaction and retention. Many companies find that value-added logistics services help give their supply chain a competitive edge. Once limited to services such as shrink-wrapping, display building, and rainbow pallets, value-added capabilities now include everything from inscription and embroidery to configuring kits for e-commerce or inserting coupons or brochures in packages.

Wondering if it's time to add value to your supply chain? Duane Sizemore, senior vice president, marketing and business development with Saddle Creek Logistics Services, examines how value-added services can benefit your business.

1. Expand product offerings. From building gift baskets to creating twin-packs, value-added services help give your customers more buying choices.

2. Get products shelf ready. Value-added services such as price marking, tagging, and display building help to streamline the process of getting products on store shelves.

3. Enhance customization capabilities. Personalization is one of today's hottest trends. Want to offer a choice of embroidered logos on apparel? Allow customers to choose the face plate for their cellphone? Value-added services can help you deliver.

4. Manage inventory more efficiently. With the ability to customize products, you're able to stock fewer SKUs, thereby reducing the cost of carrying and managing inventory.

5. Reduce the number of suppliers. By asking your existing partners to perform more value-added functions, you can reduce the number of suppliers and streamline your supply chain. Even materials such as cardboard for displays can be shipped to a third-party logistics (3PL) provider to be built and sent out with customer orders to eliminate one step in the process.

6. React faster to changing business needs. With value-added operations close to the end customer, you can delay product configuration until the last possible minute to respond more accurately to customer demand.

7. Manage transportation costs. The closer packaging facilities are to manufacturing operations, distribution centers, or end destinations, the more cost effectively you can transport products.

8. Control labor costs. With automated solutions and careful review of supply chain processes, value-added services can help eliminate downtime and reduce the number of touches required in the packaging process—ultimately saving money on labor.

9. Ensure continuous improvement. If you team up with a 3PL, they can assist with process reengineering, packaging needs assessment, component purchasing, and supplier evaluation to ensure value-added services are delivering what customers demand.

10. Find a partner. Incorporating value-added services can be challenging. Experienced 3PLs can be valuable allies. They offer the flexibility and resources to accommodate unique requirements, seasonal fluctuations, and business growth. Many of today's 3PLs approach value-added services with a spirit of collaboration.

How Tariff-Proof Is Your Supply Chain Strategy?

noreply@blogger.com (Anonymous) — Thu, 30 Aug 2018 11:30:00 +0000

Rethinking your approach in a time of uncertainty.

Shailesh Bhadauria

The United States government’s decision to introduce trade tariffs on steel and aluminum imports has kickstarted widespread tariff changes across the major world economies with strong responses from other countries, and further retaliations announced. The President of the European Commission, Jean-Claude Juncker, recently met with President Donald Trump to try and de-escalate this issue.

In mid-July, China put in a complaint to the World Trade Organization (WTO) regarding additional tariffs proposed by the U.S. on Chinese goods, at a value of $200 billion. The U.S. has proposed these further tariffs in a tit-for-tat exchange against retaliations across the globe from the initial tariff changes issued by Trump. A global trade war is forming, and the IMF has reported this could cost the global economy, by lowering worldwide growth by as much as 0.5% by 2020, amounting to around $430 billion in lost GDP.

Regardless of whether these trade tariffs do escalate into a full-scale global trade war or not, they will affect an increasing number of industries over the course of 2018 and into next year. Whatever the ultimate outcome, in this period of uncertainty, businesses must look to dynamic supply chain strategies to address an ever-changing landscape. Here’s a look at the impact this issue may have on industrial companies, along with suggestions for appropriate mitigation strategies.

The Impact on Industrials

The US has levied an import duty of 25% on steel and 10% on aluminum. The EU has proposed retaliatory measures in response, imposing 25% tariffs on US motorcycles, denim, cigarettes, cranberry juice and peanut butter, among other products. Although there are foreseen job increases for those working in steel and aluminum industries within the U.S. due to the protectionist move, the impact is already being felt among those industries most dependent on steel and aluminum imports—such as the automotive, building, machinery and consumer appliance industries, as well as on those who are gaining protection from such measures.

Vehicle manufacturing: Automotive uses just over a quarter of total steel consumption in the U.S., and 40% of the aluminium.

Harley Davidson recently announced a plan to move some production operations from the U.S., as the levies introduced in response to the U.S. will increase its costs by as much as $100 million a year.

Volvo recently opened its first U.S. factory, a $1.1 billion plant in Charleston, South Carolina. This will help partially insulate the automaker from the threat of tariffs and encourage Volvo to source more parts in the U.S., which is presumably what the Trump team would want. But it will not help the company if it wants to export vehicles during a global trade war. The more likely result is less U.S. investment, not more. Volvo’s CEO has indeed stated: “If we go back to the 19th century when everyone wanted to protect their own market, that is definitely not good for the wealth of nations. That would really be bad—not just for Volvo.” Volvo had promised to hire 4,000 employees for a new plant in South Carolina, but has said it may have to break this promise as a result of the tariffs.

Building and construction: uses 43% of total steel consumed in the U.S. and 14% of the aluminium.

The increase in import costs has forced America’s largest nail manufacturer, Mid-Continent Nail, to lay off employees. There is concern that more layoffs will come.

Consumer appliances: The 20% tariff on washing machines in January helped Whirlpool Corp: it had been losing market share to Korean manufacturers LG and Samsung, and had asked the U.S. government for protection from competitors. The company has created 200 new factory jobs, thanks to the tariff introduction.

Mitigation Tactics: How to Prepare and Respond

With the shift in trade policies, we now have many countries looking to alternative sources of products outside of the U.S.—and creating trading links with them—and we have businesses looking to move to more regional production within their home country.

As this increases supply chain complexity and, ultimately, costs, buyers should investigate alternative supply sources. When assessing suppliers from non-exempted countries, emphasis should be on the long-term supply chain risks. It is also advisable to include in the equation the impact a shortage of supply would have on manufacturing and operational costs.

Another factor to consider is an increase in the cost of raw materials throughout the production chain. For instance, the tariffs on steel and aluminium imported from China may increase raw material costs by 2 to 5%. This may not be enough to increase product costs in all cases, but there are certainly circumstances when cost escalation is hard to avoid, and the end-consumer has to bear the brunt as product prices increase. Cost rationalization, in this case, becomes critical for procurement. Sourcing restructuring and more effective supplier negotiations, for example, with a focus on the categories not affected by tariffs, may help offset the unavoidable cost increases. Since the duties are imposed on aluminium and steel, companies can try and optmize their spend on other metals such as copper, nickel, titanium, cobalt—as no matter what you do, the cost of buying aluminum and steel will result in increased cost of components dependent on these two materials.

An escalation in trade conflicts could also lead to more processed and therefore value-add products included in the retaliations and escalations. And as manufacturers pass the cost increases to customers, they risk losing market share. Take a textbook example of the duopoly between Boeing and Airbus. If Boeing increases customer pricing given an increase in raw material costs, then it will certainly lose business to its European competitor. Boeing, in this scenario, can use alternate materials like composites and carbon fibers, which is the case in the latest aircraft, along with cost rationalization through productivity improvements. The result: optimizing logical costs and earning somewhat lower margins—and eventually earning more through maintenance, repair and operations (MRO) contracts, which run for 10-15 years.

To adapt their category strategies as global trade changes, procurement teams need to more closely monitor commodity prices and how they may impact sourcing, quality and supply continuity. By working hand-in-hand with the commercial and finance teams—and being involved in all strategic discussions that take place within the business—procurement can respond and advise depending on how global trade shapes up in the future.

Both internal and external data and intelligence should be leveraged to generate insights to help plan for future scenarios, as well as improve risk mitigation across the business. One way to ensure that knowledge is captured and shared is to form a cross-functional team, with representation from across the business—covering supply chain, government relations, marketing, strategy and finance. Bringing in outside perspectives from third-party experts to provide specialized analysis on specific categories or supplier environments can also add value.

Are freight forwarding companies at a crossroads?

noreply@blogger.com (Anonymous) — Thu, 23 Aug 2018 11:30:00 +0000

Technology companies promise to disrupt the freight forwarder, but will they succeed?

AUTHOR

Edwin Lopez @EdwinLopezT37

Innovation is spreading like wildfire upon the logistics world, promising to disrupt the freight forwarding process like never before. Online load boards; cloud-based freight marketplaces; connected containers; online customs processing.

As consumers, have become conditioned to expect services on demand, businesses too will begin to feel the pressure of customer service. Like e-mail did to fax, or bank statements to endless teller lines, shippers are looking to bypass the micro inefficiencies — those bureaucratic delays that add up, making the entire process slow and burdensome.

In fact, the process is so complex that shippers have long outsourced it to an agent: the freight forwarder. A shipper may choose to contract independently with the truckload carrier, a customs broker and an expeditor for emergencies — in fact, many do — but the forwarder pledges to take on the burden otherwise. A supply chain manager must worry about S&OP and excess inventory, why should they have to file customs documents, too?

Yet the emergence of new, convenience-driven technologies has raised a troubling question: If the process becomes more efficient, will the forwarders’ job become obsolete?

Why freight forwarders are not threatened by automation

The answer to that question is, not anytime soon, both traditional and next-generation forwarders told Supply Chain Dive. At the end of the day forwarding is a service, not a task.

Take a typical supply chain: An automotive manufacturer based in Detroit may have buyers in Mexico, Canada and Japan. Without a forwarder, in each case the manufacturer would have to determine the best intermodal route to send shipments to each country:

Under what circumstances would air freight make more sense?
Should the shipper send the shipment by rail to Seattle or Los Angeles?
Would it make sense to truck the goods, and if so, which carrier could provide the best rate?
When a crisis strikes, how can the shipper ensure production continues?

Adding to that, questions of contracting versus spot rates, customs filing for each good and the need to ensure pickup and delivery cause the job to quickly become overwhelming.

Until technology can offer the same level of customer service and relationships, freight forwarders will not bat an eye.

Supply Chain Dive

Yet the freight forwarder deals with these questions on a daily basis, so when the shipper calls, answers and recommendations are available. In addition, they may have divisions for pursuing better contract rates due to long-standing relationships with carriers, or for ensuring customs compliance is up to date.

If shippers have trusted freight forwarders for decades, it is not only because they can get a product from point A to point B, but because they can dedicate to doing it exceptionally well. This in turn frees the shipper up to manage more complex, strategic issues. Until technology can offer the same level of customer service and relationships, freight forwarders will not bat an eye.

How technology will optimize the forwarding process

If the forwarder is not at risk of being replaced, then what’s all the buzz around the new platforms, marketplaces and uber-for-X apps constantly promising to disrupt the industry? Conversations with these companies reveal it is not the freight forwarder’s role they are looking to disrupt, but the forwarding process altogether. In fact, some so-called next-generation forwarders are looking to sell software to forwarders themselves.

The reason? The forwarding process has yet to reach the digital age. A recent survey by online freight-marketplace provider Freight of revealed that just 1 of the top 20 global freight forwarders could provide an instant quote online for an anonymous prospective client.

The missing link: full supply chain visibility

Yet, technology providers and apps cannot fix the burdensome market inefficiencies alone. Consumer trends demand both visibility and low rates from an extremely fragmented industry. Yet, technology overhauls can be costly and ROI remains uncertain. In fact, the status quo is compelling in this industry as shippers themselves have been slow to reach industry 4.0.

Digitization may be the name of the game for industry leaders like A.P. Moller Maersk, DHL or Kuehne + Nagel, but supply chains must walk in lockstep if they are to reach the full benefits promised by next-generation technology.

All signs say they are starting to, but … slowly. In just one example, the trucking industry fought a mandate forcing electronic logging devices, a precursor to many of today’s apps, for two decades. Similarly, the World Trade Organization’s Trade Facilitation Agreement — encouraging a customs standard and pushing online publication and processing in a minimum of 110 countries — just entered force this year despite being proposed in 1996.

Innovation is the first step, however — and at least for the moment, disruption in the positive sense appears to be coming for the supply chain.

Antiquated systems within the relationship business has created significant market inefficiencies due to a lack of transparency and access. Why would the spot market rate be lower than a contract rate? How would a shipper know?

From load boards to Big Data-enabled route or rate calculators, new technologies promise to improve access, reduce delays and increase visibility for those who choose to use it.

8 Facts About the Truck Driver Way of Life

noreply@blogger.com (Anonymous) — Mon, 04 Jun 2018 12:30:00 +0000

8 Facts About the Truck Driver Way of Life

Contributed to jobs.net by Kim Evans

There are select occupations you ought to first discuss with loved ones before even considering applying for a job in the field. Truck driving is one such occupation.

In many ways, being an OTR (over-the-road) or CDL driver is more a lifestyle than a job. Its demands, particularly upward of 300 days per year on the road, will certainly limit what time you spend at home, thus impacting relationships with those around you. And because it may be two years before you can move into a regional driving position that allows for you to return home weekly, instead of once every three weeks, spouses or partners deserve some say in your deliberations before you decide if driving a truck for a living is for you.

But if you're attracted to flexibility, 20 hours of solitude each day, and following a different routine from the rest of the population, then this career is definitely worth exploring. To assist you in a discussion with loved ones, and to fill you in on what to expect in this line of work, consider the eight noteworthy facts below about truck drivers in the US. You may be surprised by what you learn.

1. Days can begin really early. Many drivers like to move with the light; others prefer to drive through the night. OTR truck drivers don't have set starting hours, unless they're calling in to dispatch after returning from "time off."

2. You may be expected to work up to 70 hours over an eight-day period. After you've worked for 70 hours, you cannot drive again until you take a full 34 hours off duty. The 70-hour limit could be reached by working 14-hour days, but you cannot drive for more than 11 hours in a day. You must conclude your "Hours of Service" with a 10-hour break.

3. Some drivers are paid hourly, but in most cases compensation is calculated by mile. A delivery driver does not get paid when he or she is not delivering.

4. Employers who pay "practical miles" pay based on every mile driven while on the job. On the other hand, "paid miles" is more like drawing a straight-line on a map from Point A to Point B, even though routes aren't always straight. Your salary can increase if you become a trainer, are willing to haul oversize freight or hazardous materials, or if an employer pays you a percentage of each load you run.

5. Often, you won't know what you'll be paid until the end of a year. A good estimate would be $35,000 in your first year, and $45,000 to $55,000 thereafter.

6. You will either do "drop and hooks" or live loading and unloading, which can take two to three hours each. An OTR driver will almost never have to unload any freight, but you are reliant on various shipping and receiving departments observing your strict schedule.

7. Most drivers are expected to cover 125,000 miles per annum. That breaks down to around 2,500 miles a week, which equates to 500 miles a day. Think about that.

8. There are many perks that come with a truck driver's schedule, not the least of which is a unique view of the country, as well as camaraderie among your peers. You'll mostly get to drive modern trucks with comfortable, ergonomically designed seats to help you stay alert and focused. This is just as well, because most of your working days are spent in an 8' x 8' space, but that shouldn't confine your imagination or ambition.

Truck drivers have a long history of being held in high esteem by the public. There's an enduring cultural attraction to the 'Knights of the Road'part cowboy outlaws, part supply-chain sheriffs. There's even a national appreciation week! Just be forewarned that even if you're young, single, and keen to be free, it's definitely not easy to be a "professional tourist." Talk through the ramifications of this lifestyle, for the sake of your loved ones and yourself.

A good day for a truck driver is always spent on the road (or on the road home). What about this occupation might appeal to you? How would you pass time from behind the wheel of a big rig?

Crown TWIC Port Escort Services specializes in expedited access to the port. We are an approved Georgia Ports Authority and Virginia Port Authority escort company. Our escorts are a diverse group of experienced, attentive and knowledgeable TEAM members that are courteous of your time and port needs. Our efficiency helps you get in, get out and on your way!

Instant Truck Routes on your Android Smartphone, Tablet or Apple iPhone!

SmartTruckRoute helps you Save Gas, Save Time, and Stay Safe

At Dock411, we provide important dock information that truckers can use to make their day easier. We do this out of respect and admiration for the individuals that keep our country running.

Purchase your case today!

TSA Highway and Motor Carrier Security Training

noreply@blogger.com (Anonymous) — Tue, 29 May 2018 12:17:00 +0000

Within the surface transportation systems, TSA’s primary security focus is in oversight, cooperation, and regulation. TSA works collaboratively with surface transportation operators, local, state and federal security partners to ensure appropriate security postures are employed. Along with industry partners, TSA safeguards all four general modes of land-based transportation: mass transit, freight rail, highway motor carrier and pipeline; and supports in maritime security efforts.

Highway and Motor Carrier Security

TSA coordinates a voluntary risk-based program designed to identify security vulnerabilities within the highway transportation network and offers options for reducing threats.

Highway motor carrier training courses and materials include:

Pocket Counterterrorism Guides

School Bus
Motor Coach
Trucking
Highway Infrastructure

Brochures

Hazmat Motor Carrier Security Action Item Training

Training Media

First Observer: School Transportation Security Training (School Bus and School Transportation) available with Spanish subtitles
First Observer: Operation Secure Transport (Motorcoach) available with Spanish subtitles
School Transportation Security Awareness
Hazmat Motor Carrier: Security self-assessment training

Transportation Security Template and Assessment Review Toolkit

T-START is composed of five separate security guidance modules that address highway transportation security. The modules are designed to assist highway companies/operators in developing effective security practices and security plans.

For additional information about highway security and to request the above materials, please email your inquiry.

OUR PARTNERS

Hazmat FAQ

noreply@blogger.com (Anonymous) — Thu, 10 May 2018 16:08:00 +0000

HAZMAT FAQ

Do applicants with HMEs have to repeat the STA if they are applying for TWICs?

No. Applicants who apply for a TWIC do not have to pay the full price for the TWIC STA if they apply successful clearance results from their most recent HME STA, and as a result, the fee for the TWIC is reduced by $22.75. All TWIC applicants must pay the fees that cover the other components of the TWIC program, including enrollment and card issuance. Applicants are always offered the option to apply for a full-fee TWIC STA if they determine it is more cost effective to do so.

Does this rule apply to drivers entering the U.S. from Canada and Mexico?

This rule applies only to drivers who hold a CDL issued by a state of the U.S. Generally, this would not include drivers from Canada and Mexico. There is a separate rule that addresses Canadian drivers hauling explosives into the U.S. Eventually, all drivers will have to meet threat assessment and eligibility standards that are comparable to the standards that now apply to Hazmat drivers in the U.S.

How do I transfer my HME?

If you have completed a security threat assessment and you are transferring your HME to a new state, you may not have to go through a new threat assessment for the transfer, provided your new state can issue you an HME that expires within five years of your last assessment.

How often must a driver be fingerprinted and qualified under this rule? How do I renew my HME?

Generally, you must renew your HME every five years, although some states may require more frequent reviews based on shorter license cycles. You will be required to submit new fingerprints at the time of renewal of the endorsement. Per state requirements, you may be required to satisfactorily complete written competency tests as a prerequisite to the issuance of a new, renewed, or transferred HME.

I do not have a copy of my birth certificate. How do I obtain a copy of my state birth certificate?

Please contact the Vital Records department in the state you were born.

If TWIC holders choose to use comparable TWIC STAs, when will their HMEs expire?

The HME will be issued with the same expiration date as the individual’s TWIC STA. Therefore, individuals should consider the expiration date of their current TWIC STA to determine if it is cost effective to apply for a comparable HME STA.

Is there a reduced fee if I already have a TWIC^®?

You are eligible to pay a reduced fee if you hold a TWIC security threat assessment at least one year remaining before expiration in the following states:

(Arizona, California, Delaware, District of Columbia, Hawaii, Missouri, Nebraska, Nevada, New Mexico, North Carolina, Oregon, South Dakota, Utah, Virginia, Washington, West Virginia, Wyoming)

In addition, you are eligible to pay a reduced fee if you hold a TWIC security threat assessment at least four years remaining before expiration in the following states:

(Alabama, Colorado, Kansas, Minnesota, Montana, New Jersey, North Dakota, Ohio, Oklahoma, Vermont)

Applicants in all States above, except Virginia, can confirm their eligibility online with TSA during the HME STA application process here. The State of Virginia will confirm the eligibility of applicants online with TSA.

What happens after I submit my application?

TSA’s goal is to provide you with a response within 30-45 days of receiving the information you provided at enrollment. This may take longer if there was difficulty capturing your fingerprints during enrollment.

If cleared, you will receive notification by untracked first-class mail. Your letter of clearance is for informational purposes only and should not be required for proof of clearance from an employer or state. TSA sends official notification to your state of license only, and your state reflects your clearance result when it issues you a CDL with HME. Please check with your state as to what it may require you to do once you receive notification from TSA.

What if I receive a Preliminary Determination of Ineligibility letter from TSA?

If TSA finds potentially disqualifying information, TSA will send you a letter with instructions on how to proceed.

What is the legal interpretation of the phrase “field of transportation”?

The legal interpretation of the phrase “field of transportation” as it relates to fees covering the cost of vetting services can be found on the Federal Register as Docket ID TSA-2016-0001.

What is the rule under which TSA conducts the threat assessment?

The rule is 49 CFR 1572. On May 5, 2003, TSA published the rule to secure the transportation of hazardous materials (hazmat), including explosives, by requiring threat assessments for all individuals who apply for, renew, or transfer a Hazardous Materials Endorsement (HME) on their commercial driver’s license (CDL). On January 25, 2007, TSA modified this rule to include additional disqualifiers and appeal mechanisms.

Who is considered part of the field of transportation and can pay for TSA’s vetting services through user fees?

According to fee statute (6 U.S.C. 469(a)), the field of transportation includes any individual, activity, entity, facility, owner or operator that is subject to regulation by TSA, the Department of Transportation or the U.S. Coast Guard. This also includes individuals applying for trusted traveler programs, such as TSA Pre✓^®.

Contact HAZMAT

Application Program

(855) 347-8371
Weekdays:
8 a.m. to 10 p.m. ET

We are currently serving the GA Ports and the VA Ports

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TWIC Card Facts

noreply@blogger.com (Anonymous) — Thu, 26 Apr 2018 16:00:00 +0000

TWIC^® FAQ

Can a TWIC^® card be confiscated or taken from an individual by an employer?

No. The TWIC^® card is the property of TSA.

Exception: an employer must retrieve a TWIC^® card from an alien when their work visa expires and return it to TSA. Law enforcement, TSA or U.S. Coast Guard personnel may also confiscate a TWIC if used in conjunction with a crime.

How can I go to work—gain access to a facility—while waiting for my replacement card?

U.S. Coast Guard policy allows workers who meet certain requirements to continue to have access to a regulated facility while waiting for their replacement card. One of the conditions is to have a receipt showing that you ordered a replacement card. Please contact the U.S. Coast Guard for further details on their policy.

How can I request a replacement TWIC^® card or request a card transfer?

Request a TWIC^® replacement card or card transfer online or call 855-347-8371 weekdays from 8 a.m. to 10 p.m. ET. If paying by company check or with a money order, you must visit an application center and have the card ordered.

How does TSA protect the privacy of the information I provide?

To ensure your privacy is protected, your data is encrypted, stored and transmitted securely using methods that protect the information from unauthorized retrieval or use.

How do I renew my TWIC^®?

Follow the same steps as a new applicant to renew your TWIC^® card.

How will my name appear on my TWIC^® card?

Your first name, middle initial, and last name will be displayed on your TWIC^® card. Prefixes and suffixes are not displayed.

If I find my lost card after I reported it missing, can I still use it?

No. If you find your card after ordering a replacement, then you should destroy the old card or return it directly to TSA to the address on the back of the card.

What are the rules for handling a TWIC^®?

· Protect your card by keeping it in the hard plastic case provided with your TWIC.

· Do not place or hang in direct sunlight (for example, do not place on dashboard, visor, or hang from rear view mirror of automobile).

· Do not flex, bend, or punch a hole in the card.

· Do not carry the TWIC in your wallet, as it is subject to bending.

· Do not laminate or apply any tape or labels to the TWIC.

· Do not punch a hole in the card to wear it on a string; use the card holder.

· Do not place the card near a magnet or in a strong magnetic field.Industrial magnets (e.g. scrap yards, container lifters, etc.) may damage a TWIC if it is in close proximity to the magnetic source.

What happens after I submit my application?

What if I no longer meet the eligibility requirements?

You must report the disqualifying condition to TSA and surrender your TWIC to TSA by mailing the card to the address on the back.

What if I receive a Preliminary Determination of Ineligibility letter from TSA?

If TSA finds potentially disqualifying information, TSA will send you a letter with instructions on how to proceed.

What is the legal interpretation of the phrase “field of transportation”?

The legal interpretation of the phrase “field of transportation” as it relates to fees covering the cost of vetting services can be found on the Federal Register as Docket ID TSA-2016-0001.

What is the TWIC annotated B-1 visa and who can apply for one?

Foreign nationals who perform maritime services in the United States and require access to secure areas of facilities and vessels can apply for this type of B-1 visa, specifically designed for the TWIC program. These individuals are required to meet the eligibility requirements set forth by the Department of State for a B-1 visa (‘Temporary Visitor for Business’) and are required to provide an official letter from their employer stating that a TWIC is required to perform the individual’s job in the maritime industry.

This letter must be provided to the relevant U.S. Embassy or Consulate as part of the individual’s visa application. The employer letter must contain details such as the type of work performed by the individual, the location and duration of the work, as well as employer contact information is required if additional information or follow up is necessary

What personal information is stored on my TWIC^® card?

Your full name, expiration date, digital photo and two fingerprints.

Where can I find information about TWIC^® readers?

Information about TWIC^® readers can be found on the U.S. Coast Guard Homeport website.

Who is considered part of the field of transportation and can pay for TSA’s vetting services through user fees?

Crown TWIC Escort Service is available to take truckers to apply for your TWIC Card. Contact us today to schedule your appointment. We serve the Georgia Ports and the Virginia Ports.

How to apply for a TWIC

noreply@blogger.com (Anonymous) — Mon, 16 Apr 2018 15:36:00 +0000

1. Complete the online application or you can complete the entire process in person at an application center.

2. Schedule an appointment online or call (855) 347-8371 weekdays, 8 a.m. to 10 p.m. ET. Walk-ins are welcome but appointments take priority.

3. Visit a TWIC application center to:

1. Provide required documentation, be fingerprinted and take a facial photo. Bring your current U.S. passport or a driver’s license and birth certificate. See other acceptable documents.

2. Pay a non-refundable fee valid for five years with a credit card, money order, company check or certified/cashier’s check.
• New applicant: $125.25
• New applicant reduced rate: $105.25*
• Replacement card: $60

3. You can have your card mailed to your home address or you can pick it up at the application center. You can check your status online at any time.

Crown TWIC Escort Services provides transportation for truckers who need to visit the TWIC Center.

Crown TWIC Escort Services

noreply@blogger.com (Anonymous) — Mon, 02 Apr 2018 12:53:00 +0000

Outer Harbor Dredging Complete at Savannah

noreply@blogger.com (Anonymous) — Tue, 20 Mar 2018 12:30:00 +0000

The U.S. Army Corps of Engineers has completed outer harbor dredging at the Port of Savannah, marking the midpoint of the Savannah Harbor expansion project. The first half of the project deepened the outer harbor to 49 feet at low tide 56 feet at high tide. The inner harbor channel will be expanded from its current low-tide depth, 42 feet, to 47 feet 54 feet at high tide.

The Port of Savannah is already the second busiest port in the nation for exports. Georgia is currently investing $1 billion per year in transportation projects to widen interstates, add truck-only lanes and improve trucking routes between ports and interstates so that cargo may move across our state and the Southeast faster, without adding to traffic congestion.

The project received $49 million in President Donald Trump's FY 2018 budget request to Congress. Georgia's congressional delegation is working to increase funding to $100 million per year, the amount needed to complete the project in a timely manner.

A study by the Corps of Engineers estimates that once the project is complete, the deepening of the harbor will result in a net benefit of $282 million in transportation savings for shippers and consumers per year. According to the Corps' benefit-to-cost ratio, each dollar spent on construction will yield $7.30 in net benefits to the nation's economy.

"From a business perspective, any time you can find an opportunity where every dollar delivers that kind of return, it's an investment worth making," said Georgia Ports ity G Board Chairman Jimmy Allgood. "That's a massive benefit for taxpayers, unmatched by any other maritime infrastructure project in the country."

Over the next 10 years, G will invest approximately $2 billion in new cranes and terminal infrastructure to handle expanding cargo volumes.

"In Georgia, we're making the investments necessary to support U.S. producers well into the future," said G Executive Director Griff Lynch. "Similarly, the Savannah Harbor Expansion Project is crucial to keep U.S.-made products competitive globally, because the heavier goods require deeper draft to take advantage of cost savings from Neo-Panamax vessels."

Deepening the harbor will allow Neo-Panamax vessels to take on heavier loads and transit the Savannah River with greater scheduling flexibility. Larger vessels also burn less fuel than multiple smaller ships, allowing for additional cost savings by using larger vessels. By reducing transportation expenses for American producers, the larger, more efficient ships reduce the cost of delivering goods to foreign markets.

Impact of Georgia's ports

Business conducted via Georgia's ports generates $4.5 billion in federal taxes annually, according to an economic impact study conducted by the University of Georgia's Terry College of Business. The Port of Savannah is the fastest-growing container port in the U.S. and the fourth busiest, behind only Los Angeles, Long Beach and New York-New Jersey.

The statewide economic impact of Georgia's deepwater ports includes:

• 84.1 billion in sales 9.6 percent of Georgia's total sales• $33.2 billion in state gross domestic product 7.2 percent of Georgia's total GDP• $20.4 billion in income 5.3 percent of Georgia's total personal income• 370,000 full-time and part-time jobs 8.4 percent of Georgia's total employment• $4.5 billion in federal taxes• $1.3 billion in state taxes• $1 billion in local taxes.

NRF Warns New Tariffs Will Threaten Import Growth and Jobs at Container Ports

noreply@blogger.com (Anonymous) — Mon, 19 Mar 2018 12:30:00 +0000

The producers of the Global Port Tracker–the National Retail Federation and Hackett Associates–said Friday that a potential trade war will threaten cargo imports, jobs and the infrastructure at the nation’s major container ports.

Imports at the nations’ major retail container ports are expected to dip slightly this month, though as a result of annual factory shutdowns in Asia for Lunar New Year, not the new tariffs on steel and aluminum imposed this week by President Trump.

However, NRF and Hackett warned that those metal tariffs, as well as others, could eventually have an impact on the ports.

“With steel and aluminum tariffs already in place, new tariffs on goods from China being threatened and the ongoing threat of NAFTA withdrawal, we could very quickly have a trade war on our hands,” Jonathan Gold, the NRF’s vice president for supply chain and customs, said. “The immediate impact would be higher prices for American consumers that would throw away the gains of tax reform and put a roadblock in front of economic growth. But in the long term we could see a loss in cargo volume and all the jobs that depend on it, from dockworkers on down through the supply chain.”

On Thursday, Trump ordered a 25 percent tariff on imported steel and a 10 percent tariff on aluminum entering the country, claiming they were hurting those domestic sectors due to “unfair” pricing and trade policies by key foreign suppliers. The European Union has threatened to impose retaliatory tariffs on items like Levi’s jeans in response to the metal tariffs.

A New California Bill Would Require Label With Polyester Pollution Warning

Canada and Mexico are reportedly exempt from the new tariffs, pending talks to renegotiate the North American Free Trade Agreement. On Friday, there were also reports that South Korea sought and was granted an exemption from the tariffs, possibly over its role in brokering talks between the U.S. and North Korea.

The seventh round of NAFTA renegotiation talks just concluded and only minimal progress has been reported. But tensions are high when it comes to trade with the U.S.

“A potential trade war would have a negative impact on cargo growth to the detriment of both the consumer and U.S. industry,” Ben Hackett, founder of consultancy Hackett Associates, said. “The likelihood of an increase in exports evaporates as well, killing off any chance for an improvement in the balance of trade.”

Meanwhile, ports covered by Global Port Tracker handled 1.73 million Twenty-Foot Equivalent Units in January, up 0.2% from December and 1.8% from a year ago. A TEU is one 20-foot-long cargo container or its equivalent.

February cargo imports were estimated at 1.66 million TEU, a 13.7% increase year-over-year. March is forecast at 1.53 million TEU, down 1.8% from last year and April at 1.7 million TEU, increasing 4.7 percent. Looking further ahead, May cargo imports are estimated to rise 2.5% to 1.79 million TEU, June shipments are forecast to ne up 4.7% to 1.8 million TEU and July is expected to see a 4 percent gain to 1.88 million TEU.

The February and March numbers are skewed by changes in the calendar for when Lunar New Year falls each year and Asian factories close for periods ranging from a week to a month.

Ocean Cargo Freight Rates Down as Volume Hits a Trough

The first half of 2018 is expected to total 10.2 million TEU, an increase of 4.1% over the first half of 2017.

Global Port Tracker covers the U.S. ports of Los Angeles-Long Beach and Oakland, Calif.; and Seattle and Tacoma, Wash., on the West Coast; New York-New Jersey; Port of Virginia; Charleston, S.C.; Savannah, Ga.; and Port Everglades, Miami and Jacksonville, Fla., on the East Coast, and Houston on the Gulf Coast.

Port of Virginia starts new truck-appointment system at Norfolk International Terminals

noreply@blogger.com (Anonymous) — Tue, 13 Mar 2018 13:31:00 +0000

So how’d the first day at NIT go? From the port’s perspective, pretty well. It cited metrics showing that the time it took for trucks to enter and leave the terminal within that 5 to 7 a.m. window ranged from roughly 20 to 22 minutes.

Truckers and those who represent them, however, were less enthusiastic.

“The trucking community has a lot of concerns,” said Marilynn Ryan, president of the Tidewater Motor Truck Association, whose members oversee hundreds of trucks that together move a couple thousand boxes to and from port terminals daily. “We asked a lot of questions we never got answers to.”

The biggest question the port’s truck community had was how many trucks the new system would be able to handle per hour, Ryan said.

The second was whether there would be issues getting appointments.

“We were assured there would be plenty of appointments to go around,” Ryan added.

Truckers, however, found that in trying to make appointments, the port ran out pretty quickly, she said, adding, “No one has actually told us how many appointments they accepted; they’re not being transparent with those figures.”

Because of electronic monitoring devices that truckers are now required to use, the time it takes to enter and leave NIT or any other terminal at the port can be determined with some certainty.

Ryan disputed the port’s claim that truckers calling at NIT early Thursday morning were able to get in and out of the terminal in 22 minutes or less. It was more like an hour to an hour and a half, she said.

Portwide, including the facilities at Virginia International Gateway, Portsmouth Marine Terminal and the Pinners Point Container Yard, congestion that morning was so severe that “turn times” – the time it takes for a truck to enter and leave a terminal – ranged from two to seven hours, Ryan noted.

George Berry, a local trucker and director of For Truckers By Truckers, an advocacy group, said there were no backups early Thursday at NIT and that the rollout of the new system was well organized.

“I think everybody is cautiously optimistic at this moment,” he said, though he also questioned the port’s claim of 20- to 22-minute turn times on the first day of the program.

It’s “not anything to celebrate to me” because there’s no way of comparing the number of trucks handled in that first two-hour block of the new program versus the number handled in that time period previously, he noted.

“We don’t have all the data yet,” he said.

Roman Hartmann, a trucker who has hauled containers at the port since 1976, said the new system creates problems for him because his is often among the first trucks waiting when NIT opens.

He can only make an appointment through his company’s dispatcher, who is not available when he picks up a container load in Richmond, usually at about 2:30 in the morning.

“There needs to be a non-appointment gate for people like me,” Hartmann said. “The appointment system works good, but not for everybody.”

Charles Glover is vice president of Suffolk-based GTL Transport, which manages about 60 truckers who call on the port.

“It definitely is too soon to tell how it is going to affect the most significant issue facing motor carriers in this region, which is port congestion,” he said.

The new system is one piece of a multi-faceted approach to deal with the issue, though it’s a major component, he added.

Glover, however, also questioned the roughly 22-minute average turn time the port claimed for the program’s first day. His company’s truckers, citing data from devices they have to carry, said the time to enter and leave NIT early that morning was about three times that long.

“Ours were all an hour plus,” Glover said.

Jay Stecher, a port spokesman, said late Friday in an email he’d rather wait to comment on the situation.

“I’d prefer to speak next week after we’ve had the reservation system up and running for a week and can provide a more comprehensive look at our performance,” he wrote. “Day one was a positive start.”

The high winds that moved through the region on Friday forced the port to stop operations from time to time for safety’s sake, he added.

U.S. Ports Say Tariff Retaliation Could Cut Shipping Trade

noreply@blogger.com (Anonymous) — Mon, 12 Mar 2018 13:24:00 +0000

Officials at big U.S. trade gateways say they’re worried new restrictions on steel and aluminum imports could have sweeping impacts on industries that rely on those raw materials, paring back the flow of an even wider range of goods through ports.

Automobile and auto-parts manufacturers in the Southeast rely heavily on the Port of Charleston and port services Savannah for importing components and exporting finished products, said Jim Newsome, chief executive of the South Carolina State Ports ity. “To the extent that this might hurt car manufacturing, that’s not good,” Newsome said Friday. “Global trade has been a big benefit for our country, and anything that would slow that down I don’t think is good at all.”

Port authorities also expressed concern over possible retaliatory measures that could be taken by trading partners overseas. In a statement, Don Meyer, co-head of the Northwest Seaport Alliance—made up of the ports of Seattle and Tacoma, Wash.—said retaliatory actions could hurt the region’s agriculture and manufacturing exporters.

“As a state in which 40% of our jobs are tied to international trade, we are risking jobs and quality of life by levying blanket tariffs against some of our most important trading partners and opening the door to their retaliation.”

The NWSA port handled more than $6.8 billion in agricultural and forest product exports in 2016.

Jonathan Gold, vice president for supply chain and customs policy with the National Retail Federation, said in a statement that the tariffs will have an immediate impact on consumer prices, canceling out the gains from tax reform.

“In the long term, we could see a loss in cargo volume and all the jobs that depend on it, from dockworkers on down through the supply chain,” he said.

Some logistics operators behind North America’s vast, interconnected supply chains don’t appear deterred by Washington’s tough trade stance.

Illinois-based logistics operator SEKO Logistics expanded into Mexico this week, and Chief Executive James Gagne says the company isn’t fazed by slow-moving negotiations on resetting the North American Free Trade Agreement and suggestions.

“We will figure out how to navigate any relevant tariff or trade barriers that may come into play,” Gagne said in an interview. “Particularly in Mexico, Canada and the U.S., the interdependence and coupling of these economies is extraordinary. If there’s any interest by governments to try to decouple that for the satisfaction of a constituency, I must say I think it will be extremely difficult, at best.”

$125 Million Logistics Park Planned Near Savannah Port

noreply@blogger.com (Anonymous) — Mon, 05 Mar 2018 13:00:00 +0000

A development group announced plans March 1 for a sprawling new industrial park near Savannah, Ga., where cargo traffic through the nation’s fastest growing container port has left warehousing space and port services Savannah at a premium.

Capital Development Partners said it will build the $125 million Savannah Port Logistics Center in Pooler, about 10 miles from the Garden City Terminal. The 197-acre complex will include more than 2.3 million square feet of warehouse space.

Container traffic and TWIC services Savannah through the port grew to a record of nearly 4 million twenty-foot-equivalent units TEUs in fiscal 2017. That figure is expected to grow as work continues to deepen the Savannah River channel and as larger classes of freighters call on the port after passing through the expanded Panama Canal.

Georgia’s inland and coastal ports are vital cogs in the state’s economy. Georgia’s ports system accounts for some $40 billion in estimated economic impact across the state, and directly or indirectly touches about 400,000 jobs.

Savannah has seen a surge in warehouse development to help accommodate the movement of imports and exports with TWIC card holders through the port. But space remains tight.

The vacancy rate for warehouses in Savannah stood at a scant 3% at the end of December, according to a report from real estate services firm Colliers International. About 5 million square feet of space was under construction in the Savannah area at the end of the year, the Colliers report said.

Space is even tighter for the newest generation of industrial buildings, said John Porter, CEO of Capital Development. Land near the port with ready highway access and that’s served by CSX and Norfolk Southern rail lines also is rare.

“A lot of it is real economic growth with the U.S. economy,” Porter said of the import and export surge. “The game changer has been the opening of the expanded Panama Canal.”

Another dynamic is e-commerce and merchants’ desire to have product they can get to consumers fast.

The developers plan to start the first phase next month, including a more than half-million-square-foot building that could be expandable to more than 1 million square feet. A second phase is expected to start later this year.

In February, ports officials announced the agency was developing a 10-year, $2.3 billion expansion plan that would allow the Savannah port to accommodate 10 million TEUs.

The Army Corps of Engineers announced this week that the nearly $1 billion project to deepen the Savannah River had reached its midpoint. State officials are pushing for more funding from the federal government to help ensure the project remains on schedule.

The deepening project is scheduled for completion in 2021.

Savannah Harbor Expansion Budget

noreply@blogger.com (Anonymous) — Thu, 01 Mar 2018 13:30:00 +0000

The president’s civil works budget announcing $49 million for Savannah’s Harbor Expansion project is good news for access to the Savannah Ports, port officials said. “It’s very good news,” Jamie McCurry, chief administrative officer for the ports said.

“We are glad to see Savannah given the highest priority based on dollars of any expansion projects.” The civil works budget of the U.S. Army Corps of Engineers includes $49 million for fiscal year 2019 for SHEP. The Corps’ 2019 budget also includes $27 million for maintenance, $7.3 million for operations and $10.5 million for disposal of dredged materials in Georgia and South Carolina. Port services in Savannah is excited about the growth. The harbor expansion project was allocated $50 million in President Trump’s budget for fiscal year 2018. Due to Congress’ use of continuing resolutions, those funds have yet to be appropriated. In fiscal year 2017, the project received about $45 million from President Barack Obama’s budget plan. Once the omnibus bill is passed in March, appropriations can move forward, officials with Georgia Sen. David Perdue’s office said. An omnibus spending bill allows appropriations bills to be combined into one bill that can be passed with one vote in each legislative house. McCurry said the FY 2018 and FY2019 funding will help towards the $88-$100 million needed each year for the project. U.S. Rep. Buddy Carter (R-1) said he will keep fighting for the needed funding of SHEP. “We are certainly thankful for the $49 million,” Carter said. “We all know we need more money to avoid any interruptions in this project. That’s our goal — not to have any interruptions.” Carter also said $10 billion in the Bipartisan Budget Act of 2018, approved by Congress on Feb. 9, for infrastructure could possibly include some money for deepening the harbor. “I spoke with Elaine Chao (Secretary of the Department of Transportation),” Carter said. “I asked if any of (these funds) could be used for deep water harbors and she said ‘yes’.” McCurry said port officials are grateful for all the work done by elected officials for SHEP. “We are grateful to the Georgia delegation and to Governor Nathan Deal,” McCurry said.

The state has contributed about $266 million for the project and the 2019 budget includes $35 million more, according to Deal. “A timely completion of this effort will ensure resources are allocated efficiently and taxpayer dollars are spent appropriately, while making a major step forward for our national infrastructure as more, larger ships will be able to navigate through the Port of Savannah and more quickly move goods through our nation,” Deal said. Georgia Rep. The TWIC services Savannah is in full force and ready to take on the growth as well. Bill Hitchens of Rincon is also aiding in the push for the port funds. Hitchens has introduced a state House resolution urging the federal government provide its portion of the SHEP funding. H.R. 1076 passed the Economic Development &Tourism committee in the legislature on Monday. A Corps of Engineers economic impact study found the Savannah project to have the greatest benefit for the nation of any deepening project in the Southeastern U.S. According to the study, the Savannah Harbor deepening will return $7.30 for every dollar spent on construction. The Corps estimates the net benefit of transportation savings for shippers and consumers at $282 million per year. The expected total savings to the nation over the course of 50 years is $14.1 billion. Deal stressed the importance of SHEP. “I am encouraged to see that SHEP was President Trump’s top priority when it comes to port investments,” said Deal. “The expansion of the Port of Savannah is the single most important infrastructure project not only for Georgia, but for the Southeast as a whole…” SHEP began in 2015 and will deepen the harbor from its current 42 feet to 47 feet. The greater depth will allow large ships that are coming through the Panama Canal. Some of these Neo-Panamax ships come to Savannah now, but they are not loaded to capacity. Savannah’s outer harbor dredging will be finished in March, bringing SHEP to 50 percent completion. Deepening the inner harbor should be complete by late 2021.