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Ships follow the money
A major driver of congestion on both sides of the Pacific Ocean: Landside capacity (terminals, trucking, rail, warehousing) is limited, but the vessel capacity of a single ocean trade lane is highly flexible.
While the number of ships in the world is finite, operators can shift ships to wherever they make the most money. And the trans-Pacific is now a particularly lucrative trade: Spot rates including premiums can top $20,000 per forty-foot equivalent unit (FEU).
“These assets [ships] are super-mobile,” said Sundboell. “What’s happening now is the opposite of what dogged the industry for the past 20 years. Five years ago, people were asking: How can the trans-Pacific rate drop from $2,000 to $1,500 [per FEU] in the space of just six days? It was because you could take a vessel from one place and sail it someplace else, and suddenly there were more ships and a price war and rates dropped.
“Now we’re seeing the opposite,” he said. As ship operators pile more capacity into the trans-Pacific, congestion rises, delays mount, the incentive for shippers to pay premiums is supported, and all-in rates remain at record highs.
‘You can pay or you can wait’: How retailers are navigating a shipping crisis | Retail Dive
She smuggled documents and floppy disks out at first, but later discovered that "there were two copies of everything."
Trump files $100 million suit against niece
The lawsuit alleges that the newspaper convinced Mary Trump to "smuggle records out of her attorney’s office and turn them over to The Times," which was in breach of a confidentiality agreement.
Generally, a party may publicly disseminate materials produced during discovery so long as there is no protective order directing otherwise.
The suit says that Mary Trump only became privy to the alleged scheme when The New York Times published an investigative article about President Trump’s finances in October, 2018.
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Author: H. A. Goodman