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2 New Orleans Port Record | July/August 2009

Executive EditorChris Bonura

EditorSarah Ravits

Art DirectorJenny Dascenzo

Account ExecutiveAimee Arceneaux

Sales AssistantAndrea Corne

Production ManagerStaci Woodward

Production DesignerErin Theriot

Chief Executive OfficerTodd Matherne

Editor in ChiefErrol Laborde

Director of Sales/Executive Vice PresidentKelley Faucheux

PresidentAlan Campell

Executive AssistantKristi Ferrante

Port Record ContributorsMatt Gresham

Lt. Joseph LabarriereSandy Byrd-Moldonado

Christy McBrayerRachel Strassel

The Port Record is distributed free to subscribers with maritime and associated interests by the Port of New Orleans. Information is

gathered from sources considered to be reliable, but the completeness and accuracy of the information cannot be guaranteed. Requests for changes of address should be accompanied by a mailing label. Cor-

respondence concerning this magazine should be directed to:

Port RecordP.O. Box 60046, New Orleans, LA 70160(504) 528-3222 • (504) 528-3376 (fax)

[email protected]

Published by Renaissance Publishing LLC110 Veterans Memorial Blvd., Suite 123, Metairie, LA 70005

(504) 828-1380 • www.myneworleans.com

Copyright 2009 New Orleans Port Record, Port of New Orleans and Renaissance Publishing LLC. Postage Paid at New Orleans and ad-ditional entry offices. POSTMASTER: Send address changes to Port of New Orleans, Post Office Box 60046, New Orleans, LA 70160. No part of this publication may be reproduced without the consent

of the publisher. The opinions expressed in this publication are those of the authors and do not necessarily reflect the view of the magazine’s managers, owners or publisher. The Port Record is not responsible for unsolicited manuscripts, photos and artwork even if

accompanied by a self addressed stamped envelope.

Port recordNEW ORLEANS

The Official Magazine of the Port of New Orleans

Contents

4 From the CEO6 Cradles of Civilization16 From the Archives18 Port Connections-Pictures from Port Events24 News Stream26 By the Numbers: Aluminum28 Shipper Spotlight: Intralox32 Final Frame

26

6

28

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July/August 2009 | www.portno.com 3

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Ports throughout the United States are challenged with reduced revenues due to the struggling international economy. However, even during these tough fiscal times we must continue to make the necessary investments to meet our current and future port infrastructure needs. It’s my opinion that the federal stimulus package doesn’t go far enough to address the nation’s port infrastructure needs, but the maritime community continues to beat the drum for Congress to address fundamental issues that prevent us from properly maintaining the transportation assets at our disposal. Chief among these concerns is an effort that is underway to reform the Harbor Maintenance Trust Fund, which was established in 1986 as a tax on channel users to pay for operations and maintenance costs on commercial waterways. The fund is pegged on a .125 percent tax on imported goods that is supposed to be used to maintain federal waterways. In Fiscal Year 2007, the tax generated $1.4 billion, but only $751 million was used for its intended purpose – the remaining $665 million was deposited in the general fund to offset the federal deficit. More than $100 million more was needed for Gulf of Mexico ports alone in Fiscal Year 2008, but the 2009 allocation was reduced to $729 million. The fund has been mislabeled through the years because the collections are not dedicated to cover harbor maintenance as was intended. The HMTF currently has a balance of more than $4.7 billion and officials estimate without a change the surplus will reach $8 billion by 2011. These lagging appropriations come as 50 of the largest U.S. ports have only about half of their federally mandated width about a third of the time. The lack of proper channel maintenance results in ships being light-loaded, which equates to tonnage not being moved, increased transit restrictions and competitive disadvantages for U.S. ports internationally. Prime examples of challenges include the 2008 high-river episode on the Lower Mississippi River, which required an additional $55 million to dredge channels to “almost full” dimensions. The Corps of Engineers estimated it would take

an additional $40 million to dredge the Calcasieu River in Lake Charles, La., after the impacts of hurricanes Ike and Gustav in 2008. Through the years, the Corps’ budget has remained almost stagnant, while dredging costs increase due to higher fuel, steel and labor costs among other factors. A coalition called Realizing America’s Maritime Promise (www.ramphmtf.org) has gathered more than 100 organizations, including the support of the American Association of Port Authorities to lobby Congress to establish a “firewall” around the HMTF and ensure the monies collected are used for the fund’s intended purpose – the operation and maintenance of federal ports and harbors. Why should it be such a yearly struggle to fund harbor maintenance, while more than a billion dollars are collected for this specific purpose each year? Going forward, Congress must dedicate every dollar generated by this tax to our nation’s harbors and navigable waterways. I hope that you will all join me in supporting a fundamental change to the Harbor Maintenance Trust fund.

Sincerely,

Gary P. LaGrange, PPM President & CEO

Give Harbors Their Dues

From the CEO

Board of Commissioners of the Port of new orleans

Commissioners

Capt. A.J. Gibbs, Chairman Thomas D. Westfeldt, Vice-ChairmanJohn F. Fay, Jr., Secretary-Treasurer

James O. CampbellJ. Wayne Mumphry

Valerie S. CahillJoseph F. Toomy

Executive Staff

Gary P. LaGrange / President & CEOPatrick Gallwey / Chief Operating Officer

Ted Knight / Executive Assistant for OperationsChris Richard / Executive Assistant for Special Projects

Robert M. Landry / Director of MarketingClay Miller / Director of Business Planning

James Ruckert / Director of FinancePaul Zimmermann / Director of Port OperationsDeborah D. Keller / Director of Port DevelopmentRobert Jumonville / Director of Cruise & Tourism

Cynthia Swain / Director of AdministrationGerald O. Gussoni / Director of Legal Services

Mark P. Williams / Director of Internal Audit

Port of New Orleans

P.O. Box 60046New Orleans, La. 70160

504-522-25511-800-776-6652

Northeast Sales Office

Bill ConnorMack-Cali Centre 3 . Suite 415/4ST

140 E.Ridgewood AvenueParamus NJ 07652

(201) 940-7256

Far East Office

Capt. Nobuyuki TanakaDaido Building 305

3-5-5. Uchi-Kanda, Chiyoda-KuTokyo, Japan 101-0047

81-3-3252-6681

South America Office

Celso CamargoRua Irma Piã, 422-5th Floor - Suite 507

05335-050 São Paulo- SP- Brazil5511-3766-7322

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6 New Orleans Port Record | July/August 20096 New Orleans Port Record | July/August 2009

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SHANGHAI, China – Throughout world history, great rivers like the Yangtze and Mississippi have played important roles in the cultural and economic development of great nations. A rich society and culture takes root in the fertile silt along their banks, providing wealth to expand from agricultural societies into industrial societies. The Yangtze River is the world’s third-longest river. The Mississippi River ranks fourth. They both shape the landscape of their respective countries in countless ways.

Cradles of Civilization

The Yangtze and the Mississippi are two of the world’s great rivers. The contrast between how industry has

unfolded along the banks of both rivers reveals the unique approach China is taking to modernize its economy.

By Chris Bonura

Facing Page: It took only three years for Shanghai to build the Yangshan container terminal on an island off China’s CoastRight: Nanjing is a vital river port along the Yangtze River

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Within a few decades of opening up the Chinese economy to foreign investment, the Yangtze River Delta has become one of the world’s leading industrial centers. The modern metropolis of Shanghai is the front door of this river center, and foreign investment has spurred a massive industrial complex in the area between Shanghai and the river port of Nanjing, located about 200 miles upriver. This area has become a magnet for manufacturing, particularly in the automotive and appliance sectors. Just as the Yangtze River is playing a critical role in China’s future, the Mississippi River and its port city of New Orleans has served as an important engine in the industrial development of the United States. With the Louisiana Purchase in 1803, the U.S. expanded its territory by 828,000 square miles and was able to control commerce over most of the North American continent through the Port of New Orleans. Today, the economic base of the river remains a key driver of the U.S. economy with the Upper Mississippi Valley as one of the leading regions for the U.S. agricultural and manufacturing sectors. The Lower Mississippi Valley is also a leading center for maritime and logistics support and an important center for processing chemicals and energy products. Even during the global recession, the Lower Mississippi River continues to attract the interest of investors, as evidenced by the decision of a French chemical company subsidiary, SNF Polymer, to build a chemical plant near Baton Rouge and U.S. steelmaker Nucor’s investigation of a site between New Orleans and Baton Rouge for a new steel plant (see News Stream, pg. 24).

Creating JoBs in the delta In the town of Kunshan in the Yangtze River Delta, the economic impact that manufacturing activity is having on China is highly noticeable. New recruits to the workforce line up in ranks at the KEE Group. A man in a uniform is teaching them a calisthenics routine that will become their morning ritual, preparing their minds and bodies for a productive day of plastics manufacturing. The KEE Group is a foreign company that makes the brand emblems that crown consumer goods and other intricate plastic parts. Here in Kunshan, KEE is close to its customers – other manufacturers clustered on Shanghai’s outskirts – and to the vast labor pool moving from China’s interior to the coast. Many of these employees live on KEE’s campus. Providing meals and dormitories

is a necessity for companies like KEE that need to tap into China’s labor pool. Frank Liang, KEE’s director of global sales, says his company goes to the inner provinces to recruit from community colleges. Many workers who don’t have the government’s permission to migrate still try to find work on the coast. KEE has to be careful when hiring, because 25 percent of job applicants try to skirt China’s migration laws by using somebody else’s identification card, Liang says. Just as KEE and its fellow manufacturers create jobs on the

banks of the Yangtze, a cluster of plants engaged in the production of chemicals, petroleum and other products line the banks of the Mississippi River between Baton Rouge and New Orleans. One such company is Syngenta Crop Protection, which makes herbicides in St. Gabriel, La. Josie Anderson, logistics manager for Syngenta, says that the company’s location along the Mississippi River plays a vital role in its operations. The proximity to the container facilities in New Orleans is a big advantage for Syngenta, which imports its active ingredients from China and exports its products worldwide.


*** 3900 miles if you include the Missouri

River Mississippi Yangtze

Length 3400 miles *** 3960 miles

World Ranking 4th longest 3rd longest

Basin 1.2 million sq miles 690,000 sq miles

Average Discharge 470,000 cubic ft/sec 1.1 million cubic ft/sec

Direction of Flow South East

going with the flow: the mississippi and Yangtze rivers

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About 40 percent of the company’s production in St. Gabriel exported. “The Port is so close to us that we can get material in, and one driver can make multiple trips in a day. My containers arrive in lots. Instead of having 10 drivers, I may be able to use only five drivers. It’s really easy to navigate in and out of the port. I have personally visited the container facilities, and I was very impressed with the way it’s laid out.” As you travel further upriver on the Mississippi and its tributaries, you reach the premier manufacturing and agricultural base of the United States. Louisiana ports handle about 56 percent of the nation’s grain exports, which travels down the Mississippi River on barges from the Midwest. Gilbert Wright, chairman of the Mississippi Valley Trade & Transport Council, says that the numerous inland ports along the Mississippi and its tributaries make it an indispensable transportation resource for the U.S. “Agriculture, chemicals, energy, manufacturing – with a particular emphasis on steel – all of the major commodity groups benefit from the Mississippi River system,” says Wright. With much of transportation investment focused on highways and bridges, Wright says it’s important for U.S. leaders not to forget the importance on investing in locks and dams, which keep commerce flowing on the Mississippi and its tributaries. River deltas like the Yangtze and Mississippi also have a tendency to nurture cosmopolitan port cities. In addition to their logistical prowess,

both Shanghai and New Orleans have a worldly character and a reputation – deserved or not – for being a little permissive about sins of the flesh. The economic activity along the Mississippi River creates a vast market for imports at the Port of New Orleans, which are the raw inputs – such as steel, rubber and non-ferrous metals – for the manufacturers located further upriver. China is the leading country of origin for general cargo imports to the Port of New Orleans. In 2008, China accounted for 16 percent of the Port of New Orleans’ general cargo imports. Four out of the top five commodity groups imported to New Orleans from China are steel products, including wire rod, pipes and tubes, coils and strips, and plate and sheets. At the base of the Yangtze, much of the logistics activities are aimed at exporting the goods that are manufactured along the river’s banks. Getting those products

into shipping containers and out to the world’s consumers is the primary focus. Despite the similar role that Shanghai and New Orleans play in connecting inland markets to the world marketplace, the scale of these two cities is totally different. With approximately 20 million residents, Shanghai has a larger population than New York and Los Angeles combined. Metropolitan New Orleans has just over 1.1 million residents. But its strength as a port has traditionally been its strategic location in relation to the manufacturing centers further inland, not its own population base.

western influenCe Will the landscape in Yangtze come to resemble the Mississippi, with manufacturing activities migrating further inland? The Chinese government has encouraged industrialization


New Orleans’ strength as a port city is partially based on its

strategic location in relation to manufacturing centers based

further inland while China (above) aims more at exporting goods made along its river’s banks.

Plying the Yangtze River in Nanjing, China.

Bottom photo by Donn Young

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to pierce into the vast interior. Armed with a motto that harkens back to an earlier time in U.S. history, the Chinese government is encouraging businesses to “Go West.” If successful, this initiative could stem the tide of migratory workers, who tax the fragile urban infrastructure with their sheer numbers. Phil Branham, a former president of the American Chamber of Commerce who leads an international project management and consulting firm in China, says it’s hard for foreign investors to build plants inland because the infrastructure isn’t as advanced as it is on the coast. One of the toughest challenges to conquer once you get further inland is transportation. “Transportation costs are 10 percent higher (than the U.S.),” Branham estimates. “It’s difficult to get goods from one area of the country to another.” It is widely acknowledged that improving China’s transportation

network is part of the solution. A large portion of China’s economic stimulus focuses on transportation. Shanghai has been making dramatic investments to keep up with the demand for containerized cargo. By building an island terminal at Yangshan, the port was able to establish berths with reliable draft of 15 meters (49 feet), as opposed to 10-12 meters (32-40 feet) at its existing container facilities at the Shanghai Waigaoqiao terminal. Similarly, New Orleans continues to make investments to improve container access for the Mississippi Valley. The Napoleon Avenue Container Terminal, completed in 2003, increased the depth available for container vessels at New Orleans from 33 feet to 45 feet. Subsequent investments have improved efficiency by adding space for the storage of empties and chassis and building a near-dock railyard that allows containers to be transferred quickly

from ship to rail and vice versa. Two additional cranes are being built in South Korea to improve the efficiency of the existing terminal and to pave the way for future expansion plans. Nevertheless, the market for container traffic in China is growing a lot faster than in the Mississippi Valley. Therefore, the pace of port development is quicker in Shanghai. Capt. A.J. Gibbs, Chairman of the Board of Commissioners of the Port of New Orleans and President of the Crescent River Port Pilots, recently visited Shanghai to market the Port of New Orleans and liked what he saw at Yangshan. “I was really impressed with their work ethic,” says Gibbs. “Working around the clock, they built a 22-mile long bridge, about 3 square miles of marshalling area and a shore side support center with a free trade zone.”

striking a BalanCe While the inland transportation system is highly developed in the Mississippi Valley, finding a balance between investment in inland transportation and foreign transportation is sure to be an ongoing challenge for China’s ports. Initially, there were plans to build a rail connection to the Yangshan, but those plans are in limbo. Early on, 80 percent of the cargo handled at the terminal was transported to and from the island by trucks transiting the bridge, says a port spokesperson. Shanghai has reduced that figure by encouraging water transportation on board shuttles comprised of small container ships. But there are no immediate plans to connect this giant port to the country’s interior through a direct rail connection. The balance between sustaining economic growth on the coast and spreading growth further inland is one that is likely to remain an issue for some time to come. The extent that China can strike the right balance may well determine the future economic landscape of the Yangtze. In the Mississippi River Valley the ongoing challenge is different. With the inland transportation network firmly established, the Port of New Orleans continues to focus on building the capacity that will further shape the economic landscape of the Mississippi by keeping it connected to world markets.

Left, above: New Orleans continues to make investments to improve container access for the Mississippi Valley. Left, below: The market for container traffic in China is growing faster than in the Mississippi Valley.


Top photo by Donn Young

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TWENTY-FIVE YEARS AGO, the Louisiana World Exposition opened in New Orleans. World’s Fairs were originally intended to provide glimpses into the future. For the cities that host the Fair, they seem to provide a lifetime of nostalgia, as well as an impetus for change. The 1984 World’s Fair was located on the Mississippi Riverfront in New Orleans’ Warehouse District, and it has had a lasting impact on both. The Port of New Orleans provided space for the fair at cargo facilities in that area. When the Fair encountered cash flow problems, the Board of Commissioners released a $7 million security deposit that was put in place to ensure that the wharves would be returned to the Port in good condition. The Fair helped re-introduce New Orleanians and the world to the marvels of the Mississippi River. A gondola stretched out on a wire over the Mississippi provided stunning views of Old Man River. Today, the Fair’s legacy lives on with an

ambitious plan to spur riverfront development in a 4-mile stretch including the former site of the fair. The river also provided a key mode of transportation for the Space Shuttle Enterprise. The 150,000 pound orbiter was flown on the back of a 747 from New Orleans to Mobile and then transported on barge to its exhibit space where the Erato Street Cruise Terminal is now located. The World’s Fair helped spur the development of the Port of New Orleans’ cruise business. In the run up to the fair, the Port of New Orleans saw an increased number of port calls from cruise ships. Immediately after the fair, the Bermuda Star became the first modern international cruise ship to home port in New Orleans. The legacy of the fair also lives on in the Julia Street Cruise Terminal. Although it has been renovated several times since 1984, observers with a keen eye and good memory will recognize it as the Canadian Pavilion.

From the Archives

When the World Met the riverThe 1984 World’s Fair helped spur the Port of New Orleans’ cruise business.

14 New Orleans Port Record | July/August 2009 Top left photo by Donn Young; bottom left and right photos courtesy Mark Romig, WYES

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Port Connections

On the Drawing BOarD

Members of the Port of New Orleans crane maintenance team traveled to Doosan Heavy Industries in South Korea to finalize plans for two new gantry cranes that are on order.

Above, from left: Hyung Keun Chee-Design Eng. Team, Doosan Heavy Industries; Jin Su Seo-Senior Manager, Design Team, Doosan Heavy Industries; Brad Navarre-Project Man-ager, Shaw G.B.B.; Deog Won Seo-Senior Manager, Design Team, Doosan Heavy Industries; Jack Taylor- Container Crane Supervisor, Port NO; Jeong Sig Lee-Project Manger, Doosan Heavy Industries; Danny Perkins-Container Crane Manager,Port NO;Yo Geul Lee-Senior Manager, Doosan Heavy Industries; Brett Escher-Container Crane Tech. 2, Port NO; Gordon Bolton, Advanced Motion IND; Sung Yeol Lee-Assistant Manager, Design Team, Doosan Heavy Industries.

Right, from left: Yo Geul Lee-Senior Manager, Doosan Heavy Industries; Danny Perkins-Container Crane Manager, Port NO; Jeong Sig Lee-Project Manager, Doosan Heavy Industries.

Photos by Danny Perkins

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Port Connections

Passing the BatOnThe Coast Guard hosted another Change of Command Ceremony at the Port Administration building to install a new Captain of the Port for Sector New Orleans.

Left: New Orleans City Councilwoman Jacquelyn Brechtel Clarkson discussed the important role that the Coast Guard plays in preparing New Orleans for hurricane season as Rear Admiral Joel Whitehead and incoming Captain of the Port Edwin M. Stanton listen.

Bottom left: Capt. Lincoln Stroh is leaving the New Orleans District to take a job at Coast Guard headquarters as deputy director of pre-vention policy. Bottom right: Stroh and Stanton inspect the troops.

aDmiraBle aDmiralsRight: Admiral Thad W. Allen, Coast Guard Commandant, presided over the Change of Com-mand Ceremony at the Port of New Orleans, where Rear Admiral Mary E. Landry (left, center) was introduced as the new commander of the Coast Guard Eight District. The district, based in New Orleans covers 26 states and 10,300 miles of waterways. Landry replaced Rear Admiral Joel Whitehead, who retired from the Coast Guard after an illustrious career.

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Port Connections

stOrm warning: last stanD fOr america’s wetlanDThe Port was a co-sponsor for a riverfront concert held to draw attention to the issue of coastal erosion. Leading the charge for this is-sue of national significance was R. King Milling, founder of America’s Wetland Foundation and President of the Whitney National Bank.

Members of Irma Thomas’ horn section kept the rhythm going during her performance.

Bottom: Anthony Dopsie rocked out on the accordion with his brother Rockin’ Dopsie and Zydeco Twisters while Delta the Dolphin, one of America’s Wetlands Estuarians, danced with members of the crowd.

Photos by J. Benjamin Borden

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Port Connections

critical cOmmODities cOnferenceTop: P.G. Greg Murray, Vice President of Procurement for the Shaw Group speaks on a panel with Wayne Crew of the Construction Industry Institute, economist John Martin, of Martin Associates and Gary Gilbert of Hutchison Port Holdings. Middle, left: (from left) Christo-pher Kane, Adams & Reese Law Firm; Christian Jensen, President of TCI Trucking; George Whatley, Vice President of TCI Trucking; Gary LaGrange, President and CEO of the Port of New Orleans. Middle, right: (from left) Scott Cooper, Cooper/ T. Smith; Eric Hansen, Cooper/ T. Smith. Bottom, left: Peter Svensson, Clipper Steel Services. Bottom, right: (from left) Melissa Dovie, Rickmers Linie; Peggy Grandpre, Port of New Orleans; Pam Biro, Dan-Gulf Shipping.

Top, middle left and bottom left photos by Rachel Strassel; Middle right and bottom right photos by Lt. Joseph Labarriere

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Port of New Orleans and American Institute for International Steel debuts Critical Commodities Conference The Port of New Orleans in association with the American Institute for International Steel (AIIS) hosted the first annual Critical Commodities Conference April 28-30 at the Riverside Hilton in New Orleans to great success.

The 3-day event focused on the efficient transportation of energy, food products, steel and steelmaking raw materials and building materials throughout the United States and the world. The conference debut brought 250 attendees of port authority representatives, importers, logistics companies, transporters, and producers from throughout the U.S. to listen and learn from top-notch experts in the industry. “By attracting a variety of top-echelon industry speakers covering the gamut of commodities, infrastructure, economy, and transportation, the inaugural CCC was a hit and signaled its arrival as a tier 1 conference venue,” said Eric Hansen, Vice President of Cooper /T. Smith. “The speakers and expert roundtable discussions truly took and in-depth look at how these critical commodities move today and what infrastructure will be required to move them more efficiently tomorrow,” Gary LaGrange, President and CEO of the Port of New Orleans, said. “Changing trade routes and advances in transportation technology are issues

all members of the international trade community should keep abreast of in order to be better prepared for the future.” A highlight of the event was the keynote speaker, political pundit James Carville, who entertained the attendees with his stories and points of view that have nationally earned him the moniker “the Ragin’ Cajun.” Based on the success of the event, plans are already being made for the Port of New Orleans and AIIS to do a repeat performance of hosting the conference in 2010.

Nucor buys property as it eyes La. Site Nucor Steel has purchased 890 acres of property in a stretch of Louisiana between Baton Rouge and New Orleans along the Mississippi River, which may be used for a new iron and steel plant. The company has been evaluating sites in Louisiana and Brazil to build a $4 billion manufacturing plant. While Nucor has not finalized its decision on the site and the global economic recession has slowed its site selection process, the land acquisition is viewed as a good sign that Louisiana is the front runner in the bid to lure the plant, which would generate 1,250 direct permanent jobs and a payroll of nearly $95 million. “This project remains a top priority of our administration and we are cautiously optimistic that Nucor ultimately will select Louisiana for this huge project,” said Louisiana Economic Development Secretary Stephen Moret. The 890 acres is part of a 4,000-acre tract that would be required to build the plant. Louisiana has made $186 million in incentives available to help build the plant from its Mega Project Development fund.

Polymer Maker Building Plant Near Baton Rouge An American subsidiary of a French manufacturer of water-soluble polymers will build a $362 million plant outside of Baton Rouge that will employ over 500 permanent full-time employees. SNF Holding Co. will use the site to manufacture acrylamide monomer and polyacrylamide powders

packaged in bags or supersacks at the site in Iberville Parish. The company is responding to increased demand for its products, which are used in the oil field to maximize the production of an oil well and other applications. Louisiana Gov. Bobby Jindal commended the company for making an investment in Louisiana, and helping the state outperform the national and regional economies. “Time and time again, we’re showing that we can compete with the rest of the nation and the world to be a new frontier for business investment and economic opportunity,” he said.

Bold Plans for a New Car Company in Monroe, La. At a time when most U.S. car manufacturers are ailing, a new, upstart American car company has announced that it will build its affordable, fuel-efficient cars in Louisiana. The company is V-Vehicle Company, and it plans to move into a vacant plant in Monroe, Louisiana, that had been used as a headlight factory. The car is being designed by Tom Matano, the designer of the Mazda Miata, and the company is backed by oilman and alternative energy crusader T. Boone Pickens and Kleiner Perkins Caufield & Byers Partners, a venture capital firm which backed Google, Amazon.com, Genentech, Electronic Arts, Intel, Compaq and Sun Microsystems. V-Vehicle Chairman Ray Lane said his company is taking a novel approach to the auto industry. “We’re thinking about, from beginning to end, how to reconstruct a car company. The V-Vehicle Company has the opportunity to change the automotive business in the United States.” The project in Louisiana involves a $248 million capital investment and the plant will employ 1,400 workers.

News Stream

Political pundit James Carville

addressed crowds at the Critical Commodities

Conference

SNF is building a plant on the Mississippi River

Top left photo by Rachel Strassel; Bottom right photo courtesy SNF

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By the Numbers

Aluminum12.6%

32%

6%6.7%6.6%

19.9%

3.2%

13%

170,381

x

x

=

=

2,000

340,762,000

31.92

10,877,123,040

The amount, in tons, of aluminum imported in New Orleans in 2008.

pounds in a ton

pounds

The number of 12 ounce cans that can be made from a pound of aluminum

The Port of New Orleans imports the equivalent of 10.9 billion aluminum cans per year.

Most of aluminum imported to New Orleans is traded on the London Metals Exchange, which has been trading aluminum since

1978

Aluminum consumption by market

London Metal Exchange contracts for aluminum ingots, t-bars and sows are traded in lots of 25 tons and must be

pure, with a permissible iron content of .2 percent maximum and a permissible

silicon content of .1 percent.

99.7%

13Building & Construction

Transportation

Consumer Durables

Electrical

Machinery & Equipment

Containers & Packaging

Other

ExportsSource: The Aluminum Association

Melting Point

6604473

1825

degrees Celsius

degrees Fahrenheit

Periodic Table: Al;

Atomic Number:

Aluminum was discovered by Hans Christian Oersted in

Copenhagen, Denmark in

127,533

8.9%

Rough amount, in tons, of aluminum imported to the Port of New Orleans in the First Quarter 2009:

of the overall vehicle weight. Parts made out of aluminum include

pistons, grills, bumpers, suspension parts, drive shafts, engine blocks, cylinder heads, steering shafts, wheels and hood and truck lids

(U.S. Geological Survey)

The average aluminum content for vehicles in model year 2004

was 289 pounds or

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Aluminum

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1

2

3

4

5

Shipper Spotlight

Photo essay by Rachel Strassel

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heaDquarter lOcatiOn Harahan, La.

Business Conveyor belt manufacturing

PrODucts Modular plastic and flat belting along with supporting accessories and services

PrODuct vOlume 7.9 million square feet assembled world-wide in 2008

PrODuct exPOrteD Around 40 percent of worldwide volume

lOuisiana emPlOyees 705

exPOrt markets Worldwide, with local assembly in Europe, Australia, Japan, China and Brazil

fOunDeD 1971

1. The Robofil 440 creates molds or cavities to mold the resin into modules.

2. Tiny pellets of resin are blended together and melted down to mold into modules.

3. An automated workcell molds the resin into plastic modules. Over 475 molds are used to create nearly 4000 stock part numbers.

4. Rebecca Ray puts plugs in the modules and then packs them into boxes before they are sent to inventory.

5. An extruder melts, shapes and then cools the resin into running rods for the assembly of the belts.

6. Nadine Enclarde assembles the different pieces of the belt.

7. The finished belts sit in shipping.

8. Intralox modules and belts are stored in boxes in the bulk warehouse while they await shipment.

9. Intralox boxes are loaded into containers and shipped to plants nationally and internationally.

6

7

8

9

Shipper Spotlight

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Final Frame


Ports America unloads copper from the Thor Neptune at the Nashville Avenue Terminal.

Photos by Rachel Strassel

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Prsrt StdU.S. PostagePAID

New Orleans, LAPermit No. 2173








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