b'SEPTEMBER 13 - 26, 2021INTERMODAL 13(PARTNERScontinued(BATTLEcontinued fromis approved it would give CNmay be some minor servicenot going to lower its rates. from page 12) page 4) acommandingpositioninimprovementsforalimitedCPwillalsohavetopay ofmovingcontainers,butbut will either deal be good forthe Mississippi corridor fromnumber of shippers. offamassivedebt,propor-again emphasizes the respon- Canadianshippers?Maybe,Chicago to the Gulf, with thetionately larger than the CN sibilityoftheoceancarriersmaybe not. IllinoisCentraleastoftheCnandCp o FFeringT oo potential debt, based on rev-or steamship lines: At theLookingfirstattheCPMississippi and the KCS onm uChenues. KCS has an operating Port of NY/NJ, the containerofferlastMarch,henoted:the west side. What about freight rates? ratio of 58.8. No fat on those isoffloadedfromthecon- Startingasafriendlyoffer,So, will either merger beCoreyobserved:Rail- bones! Rates will go up.tainer ship and staged for fur- thevotingtrustquicklygotgood for Canadian shippers? ways have a hard time grow- Coreyassertsthatser-ther inland transport by rail.approval from the STB, whichCurrentlytheNorthingrevenueorganically.Avicingshippersisnotthe The steamship line will havealsoaffirmedtheCP-KCSAmerican rail network allowsbetter way to grow revenuesprimarygoalofthesepro-alreadyselectedaninlandcombination would be evalu- shipperstoshipanywhereis to buy them, like CN andposed mergers. The railways rail carrier, in this case CSX,ated under the pre-2001 STBinNorthAmerica.Cana- CParetryingtodo.How- mergetoexpandtheirtrack andarailwaybillwillhavemerger rulesin fact,mergerdianshippershaveaccessever, in my opinion both CNnetworksinordertogrow been created with the steam- rules light. This merger lookedtoMexico,butthemove- and CP are offering too muchrevenues and increase share-shiplineasboththefreightlike a good fit, completely endment involves interlining andfortheKCS.CNsofferisholder value. On Wall Street, payer and the shipper. Furtherto end. No overlap.switching,butitgetsthere.$33.6 billion and CP recentlyrevenues are king.customsclearance,physicalThen CN made a compet- With a merger some of thoseincreasedtheirofferto$31Inconclusion,Corey inspections,andporthan- ing offer. Unlike the CP-KCSmovementsmaynotrequirebillion. Both represent a bigunabashedly stated: Ultimately dling precede the containersproposed merger, the CN-KCSanyswitchingbetweenrail- premiumoverthecurrentwhatisgoodforCanadian placement on a railcar. Aftercombinationwouldbescruti- ways and may be quicker. KCS value. shippers and for that matter CSX moves the container tonized under the more stringentThe same may be trueIfeithermergerhap- Mexican shippers will be of the inland rail intermodal ter- STBmergerrulesadoptedinfor certain Mexican shipperspens, how will the purchaserlittle consequence. The STB minalchosenbythesteam- 2001.TheSTBhasnotyetgoingtoCanada,Coreyrecouptheirinvestmentyoufocus is squarely on what is ship line, the unit is lifted offapprovedtheCNproposedcontinued.Thepotentialmightask?Byraisingtheirbest for American shippers, the railcar and positioned forvoting trust. [Editors note: Theforreducedswitchingmayrates of course. There alreadyand in the current US politi-pickup, either on a chassis orSTB subsequently rejected thebegoodforsomeAmeri- exists a spread between whatcal environment that will be in a stack easily accessible byCN bid on August 31st] canshippersalso.There- CNchargesintheUSandtheonlyconsiderationfor liftequipment.Finally,CSXIftheCN-KCSmergerfore,withamergertherewhatKSCcharges.CNisthe STB.notifiesthereceiveridenti-fiedonthewaybillthatthe containerisavailableandaGCT Bayonnedrayagetruck,arrangedby the receiver or steamship line, removesthecontainerfrom the rail terminal and delivers ittothereceiversfacility. Here, the receiver coordinates receivingcapacity,including warehousing, dock space, andGCT Deltaportlabor, in order to unload the container,sothattheempty container and chassis can be used by the next international shipper. Some of our custom-ers do a better job than others of managing a constant flow of containers into and out of our terminals.Inpart,BNSFsFarmer blames the lack of 24/7 prac-tices within the supply chain, includingmanycontainerter-minalslocatedatU.S.ports, for not moving containers with sufficient speed to ensure flu-iditywithinthesupplychain and within railroad operations: Wedobelievethatthereis enough physical capacity pres-ent across the national supply chain to handle the current vol-umes. The amount of chassis, port and rail terminal capacity, rail equipment, and employee resources is sufficient to handleAdvanced Technology. the current volumes, but only if all parts of the supply chain do their part. Operating 24/7 in allUnparalleled rail service.parts of the supply chain, not justrail,wouldgeneratesub-stantial capacity immediately. In todays evolving supply chain, the ability to move cargo efciently Finally,BNSFbelieves thatitsimpositionofstor- and reliably from ship to rail is critical. Global Container Terminals agefinesanddemurrageisdelivers velocity and dependability with innovative, industry-leading reasonable: BNSF strives toon-dock rail facilities on the East and West Coasts of North America, ensure that our storage rules are reasonable and designedsemi-automated operations, and an unparalleled level of customer to incent the behavior neededservice. This is synchronized logistics. to support rail terminal fluid-ity.we believe our rules are clear and easy to apply, pro-vidingtransparencyaroundglobalterminals.comthetriggeringeventsfor@globalterminalscharges and where opportuni-ties exist to avoid charges. It is our practice to ensure that we are only charging a stor- GCT Deltaport | GCT Vanterm | GCT New York | GCT Bayonneage fee when the box is actu-ally available for pickup.'