June 13, 2025 • 31 mins
🚢 By Land and By Sea Podcast – an attorney breaking down the week in supply chain
🎙️ Captain’s Log – “Ports, Policy, and Polar Ambitions”
🗓️ June 13, 2025
The Maritime Professor® presents By Land and By Sea Podcast – an attorney breaking down the week in supply chain
with Lauren Beagen (Founder of The Maritime Professor® and Squall Strategies®)
This week, I’m unpacking six timely stories shaping maritime and trade policy:
🎂 250 Years of the U.S. Merchant Marine
Reflecting on the enduring role of merchant mariners in national defense and global commerce—past, present, and future.
🧊 A Billion-Dollar Bet on U.S. Icebreakers
Canada’s Davie Shipbuilding eyes Texas for a new Arctic-class shipyard to revive American icebreaker production.
📦 Ports Prepare for a Summer Surge
Retailers front-load container volumes before August’s tariff hike—creating a compressed peak season from LA to Savannah.
🚢 USTR Section 301 Tariff Shift – What It Means for Maritime
New proposed fee model targets Chinese-built and Chinese-operated vessels, with an open comment period for exports of LNG and fee restructuring for MSP vessels.
🌐 ATON Modernization Expands Across Four Districts
The U.S. Coast Guard proposes navigation aid updates in Districts 1, 5, 7, and 8 - mariners, pilots, and port stakeholders, take note.
🏛️ Policy Watch: Port Security, Cyber Risk, and U.S.-Flag Cargo Preference
Key bills in Congress target future Chinese port investment, crane software security, and U.S.-flag vessel support. Plus: Sang Yi steps in as Acting Maritime Administration (MARAD) Administrator.
🐎 WISTA USA New England Polo Event – June 28!
Tickets and sponsorships are now open for the summer’s most fun maritime networking event at Newport Polo Grounds.
🎧 Tune in for the full breakdown in plain language www.TheMaritimeProfessor.com/podcast
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:00):
I got soul coming through, climb free skies are
blue, all the waves it makes aroom.
(00:22):
I got soul coming through,won't stop, feel the beat.
And on top of the world, I gotit's a good night.
Whoa, I'm living.
Bold, this is what it lookslike.
(00:47):
I'm addicted to the world.
Whoa, whoa.
This week we're celebrating 250years of the US Merchant Marine
digging into transformativeicebreaker shipyard deal in
(01:07):
Texas.
Did you hear about that?
Tackling tariff-driven portsurges, exploring Coast Guard,
aton, modernization, aids tonavigation I don't know if you
heard about this because Idefinitely hadn't and
spotlighting key maritimelegislation.
I want to bring it to yourattention and update you on some
Marriott leadership.
Plus.
We have a summer networkingevent that you don't want to
(01:28):
miss.
Hi, welcome back to by Land andby Sea an attorney breaking down
the weakened supply chainpresented by the Maritime
Professor.
I'm Lauren Began, founder ofthe Maritime Professor and
former FMC International AffairsAttorney.
I'm also founder of SquallStrategies.
By Land and by Sea is yourgo-to resource for navigating
the regulatory side of globalocean shipping.
And me, well, I'm your favoritemaritime attorney.
(01:50):
Right, I'm here to walk youthrough both ocean transport and
surface transport topics in thewild world of supply chain.
As always, the guidance here isgeneral and for informational
purposes only.
It should not be construed tobe legal advice and there is no
attorney-client privilegecreated by this video or this
podcast.
If you need an attorney,contact an attorney.
This is plain language.
(02:11):
Maritime created so thatanybody, not just lawyers or
industry insiders, canunderstand what's happening in
the world of supply chain.
Let's dive into this week'sepisode because, as you know,
ocean shipping moves the world.
All right story number one USMerchant Marine turns 250 years
old.
On June 12th, which wasyesterday, the United States
(02:32):
marked the 250th anniversary ofthe US Merchant Marine, and I'd
say marked.
We celebrated National MaritimeDay a few weeks ago.
Last month, in May, there werecertainly LinkedIn posts of the
US Merchant Marine birthdayanniversary, but gosh, for the
300th.
(02:52):
We got to go bigger.
We got to go bigger.
There are very large 250thbirthday anniversaries happening
for all facets of United States.
Generally, right, we're cominginto a very pivotal year in 1776
to 200, well, 2025.
But this one came in like alamb, although should be praised
(03:16):
and should be really, reallyshowcased as being a wonderful
milestone for this country.
I'm getting off scripts here.
So, since this milestone tracesback to 1775, that's when the
Continental Congress authorizedthe first maritime operations to
(03:38):
support the Revolutionary Warand thus began the US Merchant
Marine.
Since then, us Merchant Marinershave served as the logistical
backbone of American trade andthe important backbone of
military readiness, deliveringtroops and supplies in every
major conflict, from World WarII to Operation Iraqi Freedom,
while also keeping commercialcargo moving in peacetime.
(03:59):
In World War II alone, over6,000 Merchant Mariners lost
their lives, suffering thehighest casualty rate of any US
service.
The merchant marines hasoperated in close connection
with the Navy, often without therecognition or benefits granted
to traditional armed forces.
Today, the US merchant marineplays a dual role, both in
(04:20):
commercial and strategicCommercially, delivering goods
across the United States andinternational trade routes, and
strategically, providing seal ofcapability to the Department of
Defense through programs likethe Maritime Security Program
and the Ready Reserve Force.
Msp is the Maritime SecurityProgram.
This anniversary is more thanjust a number right.
It's a reminder, and animportant reminder, that
(04:42):
shipping is a matter of nationalsecurity.
I keep saying this, mar amatter of national security.
I keep saying this Maritimesecurity is national security.
National security is maritimesecurity.
When we saw Mike Waltz elevatedto the National Security
Council before all of theJanuary 20th appointments came
in.
That signaled to me that thisadministration saw that maritime
(05:02):
security is national security.
That signaled to me that thisadministration saw that maritime
security is national security.
And as global competition growsand supply chain risks escalate
, investing in the MerchantMarine means ensuring the US can
project economic and militarypower when it matters most.
Whether it's movinghumanitarian aid, military
hardware or everyday goods, theMerchant Marine keeps America
connected and this week theydeserve that spotlight.
So that's why we started offthe show with the 250th
(05:25):
anniversary of the merchantmariners.
All right.
Story number two did you hearabout?
This?
Texas shipyard deal couldjumpstart us icebreaker program,
so a new development out oftexas could mark a turning point
for the us icebreaker landscape.
According to reporting by thewall street journal, davy
shipbuilding, which is a a majorCanadian shipbuilder known for
its experience in Arctic vesselconstruction, is in advanced
(05:48):
talks to acquire shipyardfacilities in Galveston and Port
Arthur, texas.
This deal, estimated atapproximately I think I heard $1
billion, would create aUS-based hub for building heavy
icebreakers, filling along-standing gap.
Icebreakers filling alongstanding gap and this is
certainly a gap in Americanmaritime capability by not
(06:08):
having reliable, I guess, isprobably the right way that I
would say it heavy icebreakers.
We have two major icebreakers.
We certainly have more thanthat, but these heavy
icebreakers are usually in andout of dry dock.
We have one that we use a lot,but it's either way.
This is woefully overdue.
This is something that we'veneeded for a long time.
(06:29):
This reinvigoration of theicebreaker fleet, all of our
commercial shipbuilding,certainly, but this icebreaker
fleet that's going to ultimatelysupport US Coast Guard and just
really support maritimegenerally.
So Davey has partnered withBard, a subsidiary of an Italian
company, to design and buildthe Polar Icebreaker program for
(06:49):
Canada and has expressed itsintent to bring that industrial
model stateside to the UnitedStates.
If finalized, this would helpmodernize Gulf Coast shipyard
infrastructure, would create anestimated 4,000 American jobs
and would probably veryimportantly almost most
importantly position the US tobuild Arctic-class ships
domestically rather thanoutsourcing it, which would then
(07:12):
support both the US Navy but,importantly, the US Coast Guard,
polar fleet ambitions and polarfleet operations.
This is something that I'veheard quite a bit is needed.
I used to do some Arctic lawwork.
This is something that, like Isaid, woefully overdue, as many
of our maritime needs are rightnow.
(07:32):
But look, we're moving forward.
Right, we're getting ashipbuilding fleet.
They're coming to Texas.
It's a little silly comical Iguess you could say having
icebreakers coming out of one ofour most southern areas, but I
love it.
Right, they can go from thewarm temperatures of Texas all
(07:53):
the way up to the Arctic and getto work right.
Like I said, the US currentlylags behind global Arctic powers
, particularly Russia operatesover 40 icebreakers, while the
US, like I said, just has thesetwo aging heavy-duty icebreakers
.
The Coast Guard's PolarSecurity Cutter Program has
faced years of delay and this iswhere we really are interested
(08:15):
in making sure that our USicebreaking capacity is
increased so that we can supportour missions right.
This potential US-Canadianshipbuilding collaboration could
give the US its first seriousfoothold in domestic Arctic
vessel production.
It's not just about nationaldefense, but it certainly is
partially about national defense.
(08:35):
It's about industrialrevitalization, job creation and
geopolitical competitiveness.
It also underscores the growingbipartisan interest in
restoring US shipbuildingthrough strength, particularly
as we continue to look tobolster seal of capabilities and
compete in strategic maritimeregions.
So again, all great things,shipbuilding and Arctic
(08:56):
shipbuilding in the UnitedStates Seems like we're getting
there.
I don't want to say we're back,but we're getting there, all
right Story.
Number three US ports arebracing for record summer surge.
So retailers and importers arefront-loading inventory.
That's what's being reported,as the US is bracing for
record-breaking summer importsurge and it all kind of is
(09:17):
tying around the tariffs right.
This maybe wasn't so surprisingonce we started to see some of
the tariffs be applied.
So after the Trumpadministration's April tariff
announcements, significanttariffs on a range of Chinese
imports and Chinese vesselsarriving at the US, or proposals
(09:37):
for such, has triggered reallya flood of shipments.
At first we weren't sure whatwas going to happen.
We saw shipments drop off.
Now what the National RetailFederation and Hackett
Associates and ports andterminals and kind of it feels
like there's a growing concernabout a summer surge or a import
(09:58):
surge happening over the nextmonth or two they're expecting.
The National Retail Federationand Hackett Associates is
expecting 2.01 million TEUs inJune and 2.13 million TEUs in
July, potentially the highestmonthly volume this year.
I keep hearing people talk aboutthis.
Might be reminiscent of COVIDcongestion, but at least this
(10:20):
time we know right.
We knew that congestion wasalways a possibility.
Nobody could have predictedCOVID and then certainly we had
congestion that happened.
Now we get a little bit more ofa heads up on this, but we
still haven't fixed all of ourchoke points.
But I think this is somethingthat the entire industry needs
to just pay attention to.
(10:40):
There may be, and probablylikely will be, a surge of
imports and exports going in andout in the months of June and
July.
I think that we're going to seesome trade deals this month
that are going to be alsoshifting some of that behavior.
But look, we also have back toschool, early holiday inventory.
It's hard to tell exactly whenpeak is again, because things
(11:02):
are moving so quickly in termsof tariff.
But I think that we are goingto see while we don't know
what's going to be happeningdown the road, and certainly
after that July 9th pause forthe tariffs we want to.
We're probably going to seesome imports coming in right
before then, because at leastyou know what the tariffs look
like right now.
So what to expect?
Right, ports from LA, long Beach, savannah, houston, new York,
(11:23):
new Jersey, all preparing.
Probably preparing should bepreparing.
Right For container volumespikes that are potential to
cause strain.
Right, they could be terminalcapacity, they could be chassis
dredge availability, it could bewarehouse space All the things
that we saw during COVIDcongestion years.
But I think this time I hopethis time I do think this time
(11:44):
we are better at watching theflow.
We're better at seeing theentire supply chain versus just
seeing it in pieces, the supplychain ecosystem, as you will.
Again, this is just kind of aclassic example of tariff-driven
front loading, but with a twistthe compression of seasonal
peaks could cause, for maybe Idon't even want to fully predict
(12:06):
short-term congestion orshort-term shortages.
I think that probably we'rejust going to see some import
peaks that need to be properlyprepared for.
Stakeholders should prepare notjust for the surge but also for
the volatility that mightfollow, the uncertainty.
I don't even know if I want tocall it volatility, the
uncertainty, but the fact.
(12:27):
Thank you, thank you, all right, looks like I might be having a
(13:45):
little bit of technicaldifficulties.
Apologies for the delay.
Here I'm back.
Story number four USTR Section301 investigation China,
shipbuilding and tariffstrategies.
So what's happening here?
The Office of the US TradeRepresentative continues its
Section 301 investigation intoChina's dominance in global
maritime manufacturing,specifically targeting state
(14:06):
subsidies and industrialpolicies.
Revolving around shipbuilding,certainly, but it looks like
port equipment vessel operationsare all coming under this as
well, unlike previous Section301 actions focused on consumer
goods.
This action zeroes in onChina's strategic control of
shipbuilding capacity.
We've talked about this before.
Right, the US is now proposingpotential port fees on vessels
(14:27):
that are Chinese built and orChinese operated A major shift.
We started with a verysignificant million dollars per
port visit port fee fee.
It's since been reduced, kindof aligned more toward more of a
penalty on US or, excuse me, onChinese built and or Chinese
operated vessels and companies.
(14:49):
But this investigation stemsfrom petitions that really
arguing that this China statesupport has distorted market
conditions and weakened the USmaritime industrial base.
So what's happening?
There is an open call forcomments right now.
They recently USTR recentlyissued a proposed modification.
They're asking for comments.
It closes up.
It's a quick 30-day commentperiod.
(15:10):
They're asking for comments.
It closes up, it's a quick30-day comment period.
They're asking for and the waythat I read it is comments
specifically around theirproposal on maritime security
program vessels shifting carequivalent units to net tons.
I will say in the summary of theproposal it seems like they're
talking about simply that right,they want feedback on the
(15:31):
Maritime Security Program MSPvessels shifting the way that
the fee might be structured fromthe car equivalent units to net
tons.
When you actually get down tothe request for comments, it
almost seems to suggest thatthey are asking for comments on
all fees, that kind of flowaround net tons, not just the
(15:53):
Maritime Security Programvessels.
So I think that it's stilltargeted.
I think that what they'relooking for is a specific
response on these MSP vesselsand how they're car equivalent
units to net tons.
But it's hard to say andhonestly, if you have something
to say here, throw your commentsin.
I mean, it's best to providecomments and maybe expand too
(16:17):
far on what you should have beencommenting on than probably not
commenting on what you shouldright.
So not legal advice, justeducational conversation here.
They are also looking atremoving language, suspending
export licenses.
So this was originally includedin Annex 4 of the prior Section
301.
(16:37):
This seems to again same thingwhen they talk about it in the
proposal.
They talk about it as areas ofconcern related to US LNG sector
areas of concern related to USLNG sector.
However, once it gets down tothe proposed request for
comments, it seems to be alittle bit expanded Either way
if you have anything to do withMSP vessels or car equivalent
(17:01):
units or net tons or exporting,particularly if you're exporting
LNG sector, but kind of exportlicenses generally.
You might want to take a look.
It's a pretty quick read, it'sonly a few pages long.
I suggest that you read theproposals, the proposal section,
before you go straight to therequest for comments, because
I'm telling you the request forcomments is a little confusing,
(17:22):
convoluted, and I think that theproposal section explains a
little bit more of what they'respecifically looking for and,
like I said, the targeted areasthat they're looking for.
But open comments are opencomments.
Truly, I've seen comments filedwhen I worked at the FMC but
(17:42):
then also, as I've beenfollowing, federal comments
filed.
People can comment on anythingbut you want to make sure that
your comments, to be effective,are specific, targeted and if
you do want to expand beyondjust what they're asking for,
say why, right, try to tie itback to give them a reason to
read it, give them a reason tomake sure that they're
incorporating whatever you haveto say.
So go take a look at that.
Ustr has open comment periodfor the Section 301,
shipbuilding investigation, allright.
(18:04):
Story number five so Coast Guardand Aids to Navigation.
They're undertaking what Iunderstand to be a pretty
significant ATON modernizationinitiative.
Again, aton is Aids toNavigation.
It's aimed at updating buoys,beacons, channel markers to
reflect today's vessel trafficpatterns, harbor conditions and
electronic navigationcapabilities and also reduce the
(18:28):
burden on the kind of nuts andbolts of maintaining these
things.
I mean, right, you're lookingat chain, you're looking at
making sure that they're stillwhere they're supposed to be.
That's how I understand this.
They are modernizing it.
So instead of having directlyacross from each other a red and
a green, perhaps maybe you'llhave red, green, red green,
(18:48):
right kind of jagged, I guessevery other.
So I've heard two versions ofthis.
I've heard this is no big dealand this is just updating some
of the ATOMs.
Specifically, the districtsthat I've heard that they're
looking at are District 1,district 5, district 7, and
District 8.
However, I've also heard,particularly from pilots, that
(19:11):
this is a big giant deal andthat this needs to be fixed and
that some of these buoys andbeacons and channel markers that
they are proposing to eliminateare actually marking sandbars
and shoals and underwaterhazards and they're things that
if you didn't know theunderwater thing was there, you
(19:32):
might hit.
So, like I said, I've heard itreally talked about both ways.
All that says to me is this issomething that everybody should
be aware of.
I certainly wasn't before lastweek, and I understand that the
comments are closing today on anopen request for comments.
So today, being June 13th, takea look at it.
(19:56):
I'm not sure if the Coast Guardusually accepts late-filed
comments.
We know that the FMC sometimesdoes.
Often does Federal agenciesoften do, because they want to
get the feedback more than theywant to stay hard to the cutoff
line.
But this might be one that youwant to take a look at and if
you do have comments I believesome pilot associations are
(20:17):
submitting comments on this.
But if you do have comments,take a look.
If you're in any of thosedistricts, right, district 1, 5,
7, or 8, or really any districttry to engage with your
leadership in those districtsand see, or work with your
Harbor Safety Committee, see ifthere's things that are
concerning about thismodernization.
Maybe it's just modernization,right.
Maybe it's just simply cleaningit up, making sure that it's a
(20:40):
little more streamlined, like Isaid.
I've certainly heard it talkedabout that way as well, but this
is something that is worthtaking a look at.
So these changes could reflectevolving realities, right, these
could just be modernizationefforts.
This was started a few yearsago.
As I understand it.
This comment period has beenopen for quite a while, but I
(21:00):
bring this up because I hadn'theard about it.
And infrastructure of safenavigation is important and I've
also heard it mentioned.
Once you lose it, you mightlose it forever, so that's
something that is worth payingattention to.
If any of these ATOMs arethings that you use or you find
(21:21):
helpful, all right.
Story.
Number six legislative andMarriott watch.
So there's a couple bills thatare moving that I want to bring
your attention to that I thinkare important, and just the fact
that they're moving is alsoimportant.
So three bills and then someleadership updates over at Merit
.
So HR 252, secure our ports.
(21:43):
This is a bill that would blockfuture Chinese investment in US
port infrastructure.
The bill would not applyretroactively to existing
Chinese investments that havealready undergone federal review
.
This would just befuture-looking.
An earlier version of this billcould have potentially
disrupted several US terminalswith minority Chinese ownership.
(22:04):
I get that the theme is, youknow, usa above all and anybody
but China, it feels like.
But look for things that arekind of already vetted and
already in the process.
It's going to take a little bitof time to decouple.
So I think that this isinteresting, that it's looking
not retroactively but forwardfacing.
Perhaps we might see moremovement later on retroactive,
(22:28):
retroactive but for the timebeing that's what we're looking
at is a forward-facing bill aspart of a broader policy push to
reduce strategic dependence onChina while avoiding unnecessary
disruptions to port and cargooperations.
It seems like, at least forthis moment, they might have
gotten this balance right wherethey are forward-looking.
Let's stop for the forward andthen the retroactive.
Perhaps they'll come back tothat with a more precise scalpel
(22:50):
is what we've been hearing.
Right, they kind of go forwardwith a chainsaw sometimes and
scalpel on the retroactive.
So we'll see what happens here.
But this is Secure Our Ports Actin the House, so we also have
the Maritime Supply ChainSecurity Act HR 2390.
This authorizes federal PIDP,so the Port Infrastructure
(23:12):
Development Program, the grantsto be used for replacing Chinese
origin software and portequipment, particularly on
ship-to-shore cranes.
We've heard a lot about this,logink.
This is the logistics platformalready banned in some US port
systems For security concerns.
This is a platform, a Chineseplatform.
This bill focuses oneliminating potential
(23:34):
vulnerabilities tied to systemslike logging.
This is something that I think,as we continue to move forward
in cybersecurity in the maritimesector, it's going to continue
to be a top priority in portinfrastructure and this bill
helps protect ports and helpsthem secure funding to replace
or upgrade legacy systems.
Right, because you have theseship-to-shore cranes.
(23:56):
You can't just turn them offbecause you need the
ship-to-shore crane.
But this will help update andmake those fixes.
I don't think it's a lack ofinterest of the ports to update
their systems.
They just need the financing tohelp do that and that's partly
what this bill will do.
So the Maritime Supply ChainSecurity Act HR 2390.
And then the last one that Iwanted to bring to your
attention is the American Cargofor American Ships Act.
(24:17):
This is kind of like the ShipsAct, ships for America Act they
all kind of have this AmericaShips.
So this one's American Cargofor American Ships Act this is H
is HR 2035.
So this expands cargopreference laws by requiring
that all cargo procured,furnished or financed by the
Department of Transportation becarried on US owned commercial
(24:41):
vessels.
So currently I believe that'sabout 50% requirement.
So this takes it up to 100%requirement for all this cargo
procured, furnished, financed.
This is all the cargopreference stuff that comes out
of Department of Transportation,marad to be actually moved on
US-owned commercial vessels.
So this builds on longstandingcargo preference for US-flagged
(25:04):
ships.
The goal is to reverse thedecline in US flagging vessels
and promote investment inAmerican maritime capacity.
I've often said on this episodeand just if you talk to me in
real life out there, I thinkit's a three-legged stool.
I think that we've seen a lotof movement with this
administration on shipbuilding.
I think the next thing we'regoing to be looking at is
maritime workforce development,revitalization, attraction,
(25:30):
retention, all the things aroundmaritime workforce.
But then the third piece ofthat stool and a very important
required third leg of that stoolis cargo.
So this is getting to US cargopreference cargo.
So cargo that's already kind ofdesignated as something that
has cargo preference to it.
(25:50):
But then also, I think whatwe're going to have to see, and
probably what we will startseeing, is commercial cargo also
being incentivized to move onUS flag fleet, us intended
imports being shipped on US flag, which might be a little bit
(26:11):
more expensive in the interim.
But what if you were to get atariff waiver or a trade waiver
or a tax break or somethingalong those lines?
That's actually something thatMTSNAAC, the Maritime
Transportation System NationalAdvisory Committee that was one
of the recommendations in therecent charter was some sort of
an incentive to ship on US flagfleet, because what that would
(26:32):
do would create a economicengine that would then run the
ships that would then also houseand host all of the mariners
that we need.
Right, if we have ships, weneed somebody to work them, and
if we have a ship with workingmariners, we need something to
ship on it.
Otherwise it's just going tosit there.
So it's a three-legged stooland it's super important, but I
think that this bill, thisAmerican Cargo for American
(26:55):
Ships Act, will start to movethe needle, but we need that
economic engine to keep it going.
All right, here's the Marriottupdate.
Sang Yi, who currently serves,is just named.
So he's been.
Let me start over.
Sang Yi has been named as theDeputy Maritime Administrator
just recently, but he's alsorecently been named to be the
(27:16):
actual Acting Administrator ofMARAD.
So he is a graduate of the USMerchant Marine Academy, he's a
naval reservist, he's a formercongressional investigator and
policy staffer.
His appointment bringscontinuity to MARAD leadership
and we have been needing aleader in this MARAD role since
the change of administration.
Here we are June 13th, so what'sthat?
(27:37):
Almost five months since we hadthe change of administration,
and for a administration that isso focused on maritime for us
to not have a maritimeadministrator?
I think that this is fantasticthat we have somebody at least
acting in this role.
From what I understand, thisdoes nothing to the nomination
of Steve Carmel.
I think he is still movingforward.
(27:58):
All reports seem to be that hisnomination will continue to
move forward, but we have nowSang-Yi serving as deputy
maritime administrator well,serving in that role as his kind
of official role, but now he isacting administrator.
You can stay acting for a while.
In recent history, we've hadmaritime administrators be
(28:20):
acting for up to a year.
Hopefully it doesn't take thatlong, but this is key and
important because now we have aleader within the maritime
administration who can startmaking decisions and start
moving forward and moving theneedle on the administration's
efforts in maritime initiatives.
So here we go.
(28:41):
We got Marad, we got an actingadministrator.
I'm going to be watching Maradto see where he takes this.
All right, the last thing thatwe're going to be covering today
WISDA, women's InternationalShipping and Trading Association
.
You may have heard of it.
It's an NGO that has beenrecognized by the IMO, the
International MaritimeOrganization.
It's a worldwide organizationthat has branches in pretty much
(29:04):
all countries, but certainlythe US.
We have Wista USA and then evenwithin USA we have regional
chapters.
So my local regional chapter,wista, new England, is hosting a
summer polo event.
If you happen to be in the NewEngland area, we are going to be
attending on Saturday, june28th, newport versus Boston.
It's a rivalry match.
(29:24):
It's going to be in Portsmouth,rhode Island.
We have reserved a privatecabana for Wista.
We're hoping that this reallyturns into one of the best
maritime networkingopportunities happening in the
New England area Certainly awonderful opportunity to network
in the Rhode Island market.
Look, wista events aren't justsocial, they're strategic.
They bring togetherprofessionals across ports law,
(29:47):
logistics, engineering and tradeand they help bring together
stronger networks.
And look, whether you're alongtime member or you're a
potential member, a prospectivemember, reach out to your local
WISTA.
And if you're a potentialmember, a prospective member,
reach out to your local WISTA.
And if you're in the NewEngland area, reach out to us.
We'd love to see you June 28th.
We also still have sponsorshipsavailable in case anybody's
interested in having their nameof their company strategically
(30:10):
and proudly promoted within thisevent.
Alright well, if you like thisepisode, be sure to follow,
subscribe, leave a review.
Want to go deeper or bring thiskind of insight to your team?
Visit themaritimeprofessorcomto explore corporate trainings,
tailored briefings and on-demandwebinars.
And if your organization needshelp navigating the legal or
strategic side of ocean shipping, head over to Squall Strategies
(30:32):
.
That's where I provideconsulting services, regulatory
guidance and policy support forclients working directly with
the Federal Maritime Commissionand across the global supply
chain Anything you need to knowin global ocean shipping.
As always, this podcast is foreducational purposes only.
It is not legal advice.
If you need an attorney,contact an attorney.
But until next time, I'm LaurenBegan, the Maritime Professor,
(30:53):
and I'm Megan, the MaritimeProfessor, and you've just
listened to by Land and by Sea.
See you next time.
I got soul coming through, climb free skies are
blue, all the waves it makes aroom.
(00:22):
I got soul coming through,won't stop, feel the beat.
And on top of the world, I gotit's a good night.
Whoa, I'm living.
Bold, this is what it lookslike.
(00:47):
I'm addicted to the world.
Whoa, whoa.
This week we're celebrating 250years of the US Merchant Marine
digging into transformativeicebreaker shipyard deal in
(01:07):
Texas.
Did you hear about that?
Tackling tariff-driven portsurges, exploring Coast Guard,
aton, modernization, aids tonavigation I don't know if you
heard about this because Idefinitely hadn't and
spotlighting key maritimelegislation.
I want to bring it to yourattention and update you on some
Marriott leadership.
Plus.
We have a summer networkingevent that you don't want to
(01:28):
miss.
Hi, welcome back to by Land andby Sea an attorney breaking down
the weakened supply chainpresented by the Maritime
Professor.
I'm Lauren Began, founder ofthe Maritime Professor and
former FMC International AffairsAttorney.
I'm also founder of SquallStrategies.
By Land and by Sea is yourgo-to resource for navigating
the regulatory side of globalocean shipping.
And me, well, I'm your favoritemaritime attorney.
(01:50):
Right, I'm here to walk youthrough both ocean transport and
surface transport topics in thewild world of supply chain.
As always, the guidance here isgeneral and for informational
purposes only.
It should not be construed tobe legal advice and there is no
attorney-client privilegecreated by this video or this
podcast.
If you need an attorney,contact an attorney.
This is plain language.
(02:11):
Maritime created so thatanybody, not just lawyers or
industry insiders, canunderstand what's happening in
the world of supply chain.
Let's dive into this week'sepisode because, as you know,
ocean shipping moves the world.
All right story number one USMerchant Marine turns 250 years
old.
On June 12th, which wasyesterday, the United States
(02:32):
marked the 250th anniversary ofthe US Merchant Marine, and I'd
say marked.
We celebrated National MaritimeDay a few weeks ago.
Last month, in May, there werecertainly LinkedIn posts of the
US Merchant Marine birthdayanniversary, but gosh, for the
300th.
(02:52):
We got to go bigger.
We got to go bigger.
There are very large 250thbirthday anniversaries happening
for all facets of United States.
Generally, right, we're cominginto a very pivotal year in 1776
to 200, well, 2025.
But this one came in like alamb, although should be praised
(03:16):
and should be really, reallyshowcased as being a wonderful
milestone for this country.
I'm getting off scripts here.
So, since this milestone tracesback to 1775, that's when the
Continental Congress authorizedthe first maritime operations to
(03:38):
support the Revolutionary Warand thus began the US Merchant
Marine.
Since then, us Merchant Marinershave served as the logistical
backbone of American trade andthe important backbone of
military readiness, deliveringtroops and supplies in every
major conflict, from World WarII to Operation Iraqi Freedom,
while also keeping commercialcargo moving in peacetime.
(03:59):
In World War II alone, over6,000 Merchant Mariners lost
their lives, suffering thehighest casualty rate of any US
service.
The merchant marines hasoperated in close connection
with the Navy, often without therecognition or benefits granted
to traditional armed forces.
Today, the US merchant marineplays a dual role, both in
(04:20):
commercial and strategicCommercially, delivering goods
across the United States andinternational trade routes, and
strategically, providing seal ofcapability to the Department of
Defense through programs likethe Maritime Security Program
and the Ready Reserve Force.
Msp is the Maritime SecurityProgram.
This anniversary is more thanjust a number right.
It's a reminder, and animportant reminder, that
(04:42):
shipping is a matter of nationalsecurity.
I keep saying this, mar amatter of national security.
I keep saying this Maritimesecurity is national security.
National security is maritimesecurity.
When we saw Mike Waltz elevatedto the National Security
Council before all of theJanuary 20th appointments came
in.
That signaled to me that thisadministration saw that maritime
(05:02):
security is national security.
That signaled to me that thisadministration saw that maritime
security is national security.
And as global competition growsand supply chain risks escalate
, investing in the MerchantMarine means ensuring the US can
project economic and militarypower when it matters most.
Whether it's movinghumanitarian aid, military
hardware or everyday goods, theMerchant Marine keeps America
connected and this week theydeserve that spotlight.
So that's why we started offthe show with the 250th
(05:25):
anniversary of the merchantmariners.
All right.
Story number two did you hearabout?
This?
Texas shipyard deal couldjumpstart us icebreaker program,
so a new development out oftexas could mark a turning point
for the us icebreaker landscape.
According to reporting by thewall street journal, davy
shipbuilding, which is a a majorCanadian shipbuilder known for
its experience in Arctic vesselconstruction, is in advanced
(05:48):
talks to acquire shipyardfacilities in Galveston and Port
Arthur, texas.
This deal, estimated atapproximately I think I heard $1
billion, would create aUS-based hub for building heavy
icebreakers, filling along-standing gap.
Icebreakers filling alongstanding gap and this is
certainly a gap in Americanmaritime capability by not
(06:08):
having reliable, I guess, isprobably the right way that I
would say it heavy icebreakers.
We have two major icebreakers.
We certainly have more thanthat, but these heavy
icebreakers are usually in andout of dry dock.
We have one that we use a lot,but it's either way.
This is woefully overdue.
This is something that we'veneeded for a long time.
(06:29):
This reinvigoration of theicebreaker fleet, all of our
commercial shipbuilding,certainly, but this icebreaker
fleet that's going to ultimatelysupport US Coast Guard and just
really support maritimegenerally.
So Davey has partnered withBard, a subsidiary of an Italian
company, to design and buildthe Polar Icebreaker program for
(06:49):
Canada and has expressed itsintent to bring that industrial
model stateside to the UnitedStates.
If finalized, this would helpmodernize Gulf Coast shipyard
infrastructure, would create anestimated 4,000 American jobs
and would probably veryimportantly almost most
importantly position the US tobuild Arctic-class ships
domestically rather thanoutsourcing it, which would then
(07:12):
support both the US Navy but,importantly, the US Coast Guard,
polar fleet ambitions and polarfleet operations.
This is something that I'veheard quite a bit is needed.
I used to do some Arctic lawwork.
This is something that, like Isaid, woefully overdue, as many
of our maritime needs are rightnow.
(07:32):
But look, we're moving forward.
Right, we're getting ashipbuilding fleet.
They're coming to Texas.
It's a little silly comical Iguess you could say having
icebreakers coming out of one ofour most southern areas, but I
love it.
Right, they can go from thewarm temperatures of Texas all
(07:53):
the way up to the Arctic and getto work right.
Like I said, the US currentlylags behind global Arctic powers
, particularly Russia operatesover 40 icebreakers, while the
US, like I said, just has thesetwo aging heavy-duty icebreakers
.
The Coast Guard's PolarSecurity Cutter Program has
faced years of delay and this iswhere we really are interested
(08:15):
in making sure that our USicebreaking capacity is
increased so that we can supportour missions right.
This potential US-Canadianshipbuilding collaboration could
give the US its first seriousfoothold in domestic Arctic
vessel production.
It's not just about nationaldefense, but it certainly is
partially about national defense.
(08:35):
It's about industrialrevitalization, job creation and
geopolitical competitiveness.
It also underscores the growingbipartisan interest in
restoring US shipbuildingthrough strength, particularly
as we continue to look tobolster seal of capabilities and
compete in strategic maritimeregions.
So again, all great things,shipbuilding and Arctic
(08:56):
shipbuilding in the UnitedStates Seems like we're getting
there.
I don't want to say we're back,but we're getting there, all
right Story.
Number three US ports arebracing for record summer surge.
So retailers and importers arefront-loading inventory.
That's what's being reported,as the US is bracing for
record-breaking summer importsurge and it all kind of is
(09:17):
tying around the tariffs right.
This maybe wasn't so surprisingonce we started to see some of
the tariffs be applied.
So after the Trumpadministration's April tariff
announcements, significanttariffs on a range of Chinese
imports and Chinese vesselsarriving at the US, or proposals
(09:37):
for such, has triggered reallya flood of shipments.
At first we weren't sure whatwas going to happen.
We saw shipments drop off.
Now what the National RetailFederation and Hackett
Associates and ports andterminals and kind of it feels
like there's a growing concernabout a summer surge or a import
(09:58):
surge happening over the nextmonth or two they're expecting.
The National Retail Federationand Hackett Associates is
expecting 2.01 million TEUs inJune and 2.13 million TEUs in
July, potentially the highestmonthly volume this year.
I keep hearing people talk aboutthis.
Might be reminiscent of COVIDcongestion, but at least this
(10:20):
time we know right.
We knew that congestion wasalways a possibility.
Nobody could have predictedCOVID and then certainly we had
congestion that happened.
Now we get a little bit more ofa heads up on this, but we
still haven't fixed all of ourchoke points.
But I think this is somethingthat the entire industry needs
to just pay attention to.
(10:40):
There may be, and probablylikely will be, a surge of
imports and exports going in andout in the months of June and
July.
I think that we're going to seesome trade deals this month
that are going to be alsoshifting some of that behavior.
But look, we also have back toschool, early holiday inventory.
It's hard to tell exactly whenpeak is again, because things
(11:02):
are moving so quickly in termsof tariff.
But I think that we are goingto see while we don't know
what's going to be happeningdown the road, and certainly
after that July 9th pause forthe tariffs we want to.
We're probably going to seesome imports coming in right
before then, because at leastyou know what the tariffs look
like right now.
So what to expect?
Right, ports from LA, long Beach, savannah, houston, new York,
(11:23):
new Jersey, all preparing.
Probably preparing should bepreparing.
Right For container volumespikes that are potential to
cause strain.
Right, they could be terminalcapacity, they could be chassis
dredge availability, it could bewarehouse space All the things
that we saw during COVIDcongestion years.
But I think this time I hopethis time I do think this time
(11:44):
we are better at watching theflow.
We're better at seeing theentire supply chain versus just
seeing it in pieces, the supplychain ecosystem, as you will.
Again, this is just kind of aclassic example of tariff-driven
front loading, but with a twistthe compression of seasonal
peaks could cause, for maybe Idon't even want to fully predict
(12:06):
short-term congestion orshort-term shortages.
I think that probably we'rejust going to see some import
peaks that need to be properlyprepared for.
Stakeholders should prepare notjust for the surge but also for
the volatility that mightfollow, the uncertainty.
I don't even know if I want tocall it volatility, the
uncertainty, but the fact.
(12:27):
Thank you, thank you, all right, looks like I might be having a
(13:45):
little bit of technicaldifficulties.
Apologies for the delay.
Here I'm back.
Story number four USTR Section301 investigation China,
shipbuilding and tariffstrategies.
So what's happening here?
The Office of the US TradeRepresentative continues its
Section 301 investigation intoChina's dominance in global
maritime manufacturing,specifically targeting state
(14:06):
subsidies and industrialpolicies.
Revolving around shipbuilding,certainly, but it looks like
port equipment vessel operationsare all coming under this as
well, unlike previous Section301 actions focused on consumer
goods.
This action zeroes in onChina's strategic control of
shipbuilding capacity.
We've talked about this before.
Right, the US is now proposingpotential port fees on vessels
(14:27):
that are Chinese built and orChinese operated A major shift.
We started with a verysignificant million dollars per
port visit port fee fee.
It's since been reduced, kindof aligned more toward more of a
penalty on US or, excuse me, onChinese built and or Chinese
operated vessels and companies.
(14:49):
But this investigation stemsfrom petitions that really
arguing that this China statesupport has distorted market
conditions and weakened the USmaritime industrial base.
So what's happening?
There is an open call forcomments right now.
They recently USTR recentlyissued a proposed modification.
They're asking for comments.
It closes up.
It's a quick 30-day commentperiod.
(15:10):
They're asking for comments.
It closes up, it's a quick30-day comment period.
They're asking for and the waythat I read it is comments
specifically around theirproposal on maritime security
program vessels shifting carequivalent units to net tons.
I will say in the summary of theproposal it seems like they're
talking about simply that right,they want feedback on the
(15:31):
Maritime Security Program MSPvessels shifting the way that
the fee might be structured fromthe car equivalent units to net
tons.
When you actually get down tothe request for comments, it
almost seems to suggest thatthey are asking for comments on
all fees, that kind of flowaround net tons, not just the
(15:53):
Maritime Security Programvessels.
So I think that it's stilltargeted.
I think that what they'relooking for is a specific
response on these MSP vesselsand how they're car equivalent
units to net tons.
But it's hard to say andhonestly, if you have something
to say here, throw your commentsin.
I mean, it's best to providecomments and maybe expand too
(16:17):
far on what you should have beencommenting on than probably not
commenting on what you shouldright.
So not legal advice, justeducational conversation here.
They are also looking atremoving language, suspending
export licenses.
So this was originally includedin Annex 4 of the prior Section
301.
(16:37):
This seems to again same thingwhen they talk about it in the
proposal.
They talk about it as areas ofconcern related to US LNG sector
areas of concern related to USLNG sector.
However, once it gets down tothe proposed request for
comments, it seems to be alittle bit expanded Either way
if you have anything to do withMSP vessels or car equivalent
(17:01):
units or net tons or exporting,particularly if you're exporting
LNG sector, but kind of exportlicenses generally.
You might want to take a look.
It's a pretty quick read, it'sonly a few pages long.
I suggest that you read theproposals, the proposal section,
before you go straight to therequest for comments, because
I'm telling you the request forcomments is a little confusing,
(17:22):
convoluted, and I think that theproposal section explains a
little bit more of what they'respecifically looking for and,
like I said, the targeted areasthat they're looking for.
But open comments are opencomments.
Truly, I've seen comments filedwhen I worked at the FMC but
(17:42):
then also, as I've beenfollowing, federal comments
filed.
People can comment on anythingbut you want to make sure that
your comments, to be effective,are specific, targeted and if
you do want to expand beyondjust what they're asking for,
say why, right, try to tie itback to give them a reason to
read it, give them a reason tomake sure that they're
incorporating whatever you haveto say.
So go take a look at that.
Ustr has open comment periodfor the Section 301,
shipbuilding investigation, allright.
(18:04):
Story number five so Coast Guardand Aids to Navigation.
They're undertaking what Iunderstand to be a pretty
significant ATON modernizationinitiative.
Again, aton is Aids toNavigation.
It's aimed at updating buoys,beacons, channel markers to
reflect today's vessel trafficpatterns, harbor conditions and
electronic navigationcapabilities and also reduce the
(18:28):
burden on the kind of nuts andbolts of maintaining these
things.
I mean, right, you're lookingat chain, you're looking at
making sure that they're stillwhere they're supposed to be.
That's how I understand this.
They are modernizing it.
So instead of having directlyacross from each other a red and
a green, perhaps maybe you'llhave red, green, red green,
(18:48):
right kind of jagged, I guessevery other.
So I've heard two versions ofthis.
I've heard this is no big dealand this is just updating some
of the ATOMs.
Specifically, the districtsthat I've heard that they're
looking at are District 1,district 5, district 7, and
District 8.
However, I've also heard,particularly from pilots, that
(19:11):
this is a big giant deal andthat this needs to be fixed and
that some of these buoys andbeacons and channel markers that
they are proposing to eliminateare actually marking sandbars
and shoals and underwaterhazards and they're things that
if you didn't know theunderwater thing was there, you
(19:32):
might hit.
So, like I said, I've heard itreally talked about both ways.
All that says to me is this issomething that everybody should
be aware of.
I certainly wasn't before lastweek, and I understand that the
comments are closing today on anopen request for comments.
So today, being June 13th, takea look at it.
(19:56):
I'm not sure if the Coast Guardusually accepts late-filed
comments.
We know that the FMC sometimesdoes.
Often does Federal agenciesoften do, because they want to
get the feedback more than theywant to stay hard to the cutoff
line.
But this might be one that youwant to take a look at and if
you do have comments I believesome pilot associations are
(20:17):
submitting comments on this.
But if you do have comments,take a look.
If you're in any of thosedistricts, right, district 1, 5,
7, or 8, or really any districttry to engage with your
leadership in those districtsand see, or work with your
Harbor Safety Committee, see ifthere's things that are
concerning about thismodernization.
Maybe it's just modernization,right.
Maybe it's just simply cleaningit up, making sure that it's a
(20:40):
little more streamlined, like Isaid.
I've certainly heard it talkedabout that way as well, but this
is something that is worthtaking a look at.
So these changes could reflectevolving realities, right, these
could just be modernizationefforts.
This was started a few yearsago.
As I understand it.
This comment period has beenopen for quite a while, but I
(21:00):
bring this up because I hadn'theard about it.
And infrastructure of safenavigation is important and I've
also heard it mentioned.
Once you lose it, you mightlose it forever, so that's
something that is worth payingattention to.
If any of these ATOMs arethings that you use or you find
(21:21):
helpful, all right.
Story.
Number six legislative andMarriott watch.
So there's a couple bills thatare moving that I want to bring
your attention to that I thinkare important, and just the fact
that they're moving is alsoimportant.
So three bills and then someleadership updates over at Merit
.
So HR 252, secure our ports.
(21:43):
This is a bill that would blockfuture Chinese investment in US
port infrastructure.
The bill would not applyretroactively to existing
Chinese investments that havealready undergone federal review
.
This would just befuture-looking.
An earlier version of this billcould have potentially
disrupted several US terminalswith minority Chinese ownership.
(22:04):
I get that the theme is, youknow, usa above all and anybody
but China, it feels like.
But look for things that arekind of already vetted and
already in the process.
It's going to take a little bitof time to decouple.
So I think that this isinteresting, that it's looking
not retroactively but forwardfacing.
Perhaps we might see moremovement later on retroactive,
(22:28):
retroactive but for the timebeing that's what we're looking
at is a forward-facing bill aspart of a broader policy push to
reduce strategic dependence onChina while avoiding unnecessary
disruptions to port and cargooperations.
It seems like, at least forthis moment, they might have
gotten this balance right wherethey are forward-looking.
Let's stop for the forward andthen the retroactive.
Perhaps they'll come back tothat with a more precise scalpel
(22:50):
is what we've been hearing.
Right, they kind of go forwardwith a chainsaw sometimes and
scalpel on the retroactive.
So we'll see what happens here.
But this is Secure Our Ports Actin the House, so we also have
the Maritime Supply ChainSecurity Act HR 2390.
This authorizes federal PIDP,so the Port Infrastructure
(23:12):
Development Program, the grantsto be used for replacing Chinese
origin software and portequipment, particularly on
ship-to-shore cranes.
We've heard a lot about this,logink.
This is the logistics platformalready banned in some US port
systems For security concerns.
This is a platform, a Chineseplatform.
This bill focuses oneliminating potential
(23:34):
vulnerabilities tied to systemslike logging.
This is something that I think,as we continue to move forward
in cybersecurity in the maritimesector, it's going to continue
to be a top priority in portinfrastructure and this bill
helps protect ports and helpsthem secure funding to replace
or upgrade legacy systems.
Right, because you have theseship-to-shore cranes.
(23:56):
You can't just turn them offbecause you need the
ship-to-shore crane.
But this will help update andmake those fixes.
I don't think it's a lack ofinterest of the ports to update
their systems.
They just need the financing tohelp do that and that's partly
what this bill will do.
So the Maritime Supply ChainSecurity Act HR 2390.
And then the last one that Iwanted to bring to your
attention is the American Cargofor American Ships Act.
(24:17):
This is kind of like the ShipsAct, ships for America Act they
all kind of have this AmericaShips.
So this one's American Cargofor American Ships Act this is H
is HR 2035.
So this expands cargopreference laws by requiring
that all cargo procured,furnished or financed by the
Department of Transportation becarried on US owned commercial
(24:41):
vessels.
So currently I believe that'sabout 50% requirement.
So this takes it up to 100%requirement for all this cargo
procured, furnished, financed.
This is all the cargopreference stuff that comes out
of Department of Transportation,marad to be actually moved on
US-owned commercial vessels.
So this builds on longstandingcargo preference for US-flagged
(25:04):
ships.
The goal is to reverse thedecline in US flagging vessels
and promote investment inAmerican maritime capacity.
I've often said on this episodeand just if you talk to me in
real life out there, I thinkit's a three-legged stool.
I think that we've seen a lotof movement with this
administration on shipbuilding.
I think the next thing we'regoing to be looking at is
maritime workforce development,revitalization, attraction,
(25:30):
retention, all the things aroundmaritime workforce.
But then the third piece ofthat stool and a very important
required third leg of that stoolis cargo.
So this is getting to US cargopreference cargo.
So cargo that's already kind ofdesignated as something that
has cargo preference to it.
(25:50):
But then also, I think whatwe're going to have to see, and
probably what we will startseeing, is commercial cargo also
being incentivized to move onUS flag fleet, us intended
imports being shipped on US flag, which might be a little bit
(26:11):
more expensive in the interim.
But what if you were to get atariff waiver or a trade waiver
or a tax break or somethingalong those lines?
That's actually something thatMTSNAAC, the Maritime
Transportation System NationalAdvisory Committee that was one
of the recommendations in therecent charter was some sort of
an incentive to ship on US flagfleet, because what that would
(26:32):
do would create a economicengine that would then run the
ships that would then also houseand host all of the mariners
that we need.
Right, if we have ships, weneed somebody to work them, and
if we have a ship with workingmariners, we need something to
ship on it.
Otherwise it's just going tosit there.
So it's a three-legged stooland it's super important, but I
think that this bill, thisAmerican Cargo for American
(26:55):
Ships Act, will start to movethe needle, but we need that
economic engine to keep it going.
All right, here's the Marriottupdate.
Sang Yi, who currently serves,is just named.
So he's been.
Let me start over.
Sang Yi has been named as theDeputy Maritime Administrator
just recently, but he's alsorecently been named to be the
(27:16):
actual Acting Administrator ofMARAD.
So he is a graduate of the USMerchant Marine Academy, he's a
naval reservist, he's a formercongressional investigator and
policy staffer.
His appointment bringscontinuity to MARAD leadership
and we have been needing aleader in this MARAD role since
the change of administration.
Here we are June 13th, so what'sthat?
(27:37):
Almost five months since we hadthe change of administration,
and for a administration that isso focused on maritime for us
to not have a maritimeadministrator?
I think that this is fantasticthat we have somebody at least
acting in this role.
From what I understand, thisdoes nothing to the nomination
of Steve Carmel.
I think he is still movingforward.
(27:58):
All reports seem to be that hisnomination will continue to
move forward, but we have nowSang-Yi serving as deputy
maritime administrator well,serving in that role as his kind
of official role, but now he isacting administrator.
You can stay acting for a while.
In recent history, we've hadmaritime administrators be
(28:20):
acting for up to a year.
Hopefully it doesn't take thatlong, but this is key and
important because now we have aleader within the maritime
administration who can startmaking decisions and start
moving forward and moving theneedle on the administration's
efforts in maritime initiatives.
So here we go.
(28:41):
We got Marad, we got an actingadministrator.
I'm going to be watching Maradto see where he takes this.
All right, the last thing thatwe're going to be covering today
WISDA, women's InternationalShipping and Trading Association
.
You may have heard of it.
It's an NGO that has beenrecognized by the IMO, the
International MaritimeOrganization.
It's a worldwide organizationthat has branches in pretty much
(29:04):
all countries, but certainlythe US.
We have Wista USA and then evenwithin USA we have regional
chapters.
So my local regional chapter,wista, new England, is hosting a
summer polo event.
If you happen to be in the NewEngland area, we are going to be
attending on Saturday, june28th, newport versus Boston.
It's a rivalry match.
(29:24):
It's going to be in Portsmouth,rhode Island.
We have reserved a privatecabana for Wista.
We're hoping that this reallyturns into one of the best
maritime networkingopportunities happening in the
New England area Certainly awonderful opportunity to network
in the Rhode Island market.
Look, wista events aren't justsocial, they're strategic.
They bring togetherprofessionals across ports law,
(29:47):
logistics, engineering and tradeand they help bring together
stronger networks.
And look, whether you're alongtime member or you're a
potential member, a prospectivemember, reach out to your local
WISTA.
And if you're a potentialmember, a prospective member,
reach out to your local WISTA.
And if you're in the NewEngland area, reach out to us.
We'd love to see you June 28th.
We also still have sponsorshipsavailable in case anybody's
interested in having their nameof their company strategically
(30:10):
and proudly promoted within thisevent.
Alright well, if you like thisepisode, be sure to follow,
subscribe, leave a review.
Want to go deeper or bring thiskind of insight to your team?
Visit themaritimeprofessorcomto explore corporate trainings,
tailored briefings and on-demandwebinars.
And if your organization needshelp navigating the legal or
strategic side of ocean shipping, head over to Squall Strategies
(30:32):
.
That's where I provideconsulting services, regulatory
guidance and policy support forclients working directly with
the Federal Maritime Commissionand across the global supply
chain Anything you need to knowin global ocean shipping.
As always, this podcast is foreducational purposes only.
It is not legal advice.
If you need an attorney,contact an attorney.
But until next time, I'm LaurenBegan, the Maritime Professor,
(30:53):
and I'm Megan, the MaritimeProfessor, and you've just
listened to by Land and by Sea.
See you next time.
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