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Red China Opens NAFTA Ports in Mexico
Human Events Online ^ | Jul 18, 2006 | Jerome R. Corsi

Posted on 07/18/2006 8:42:32 AM PDT by hedgetrimmer

The Port Authority of San Antonio has been working actively with the Communist Chinese to open and develop NAFTA shipping ports in Mexico.

The plan is to ship containers of cheap goods produced by under-market labor in China and the Far East into North America via Mexican ports. From the Mexican ports, Mexican truck drivers and railroad workers will transport the goods across the Mexican border with Texas. Once in the U.S., the routes will proceed north to Kansas City along the NAFTA Super-Highway, ready to be expanded by the Trans-Texas Corridor, and NAFTA railroad routes being put in place by Kansas City Southern. Kansas City Southern’s Mexican railroads has positioned the company to become the “NAFTA Railroad.”

Right now, the cost of shipping and ground transportation can nearly double the total cost of cheap goods produced by Chinese and Far Eastern under-market labor. The plan is to reduce those transportation costs by as much as 50% by using Mexican ports.

Cost-savings will be realized by bringing the goods into the U.S. at mid-continent. Equally important is that the substantially reduced cost of using Mexican labor in the ports and to transport the goods once off-loaded. Mexican workers undercut Longshoremen Union port employees on the docks of Los Angeles and Long Beach, just as Mexican truck drivers undercut the Teamsters and Mexican railroad workers undercut United Transportation Union railroad workers. By using the Mexican ports, the international corporations managing this global trade are able to avoid the U.S. labor union workers who otherwise would unload the ships in west coast ports and transport the Asian containers into the heart of America by U.S. truckers or U.S. railroad ground transport moving east across the Rocky Mountains.

In April 2006, officials of the Port Authority of San Antonio traveled to China with representatives of the Free Trade Alliance San Antonio, the Port of Lazaro Cardenas, and Hutchinson Port Holdings to develop the Mexican ports logistics corridor. The goal of the meetings in China was described by the March 2006 e-newsletter of the Free Trade Alliance San Antonio:

In January of 2006, a collaboration of several logistics entities in the U.S. and Mexico began operation of a new multimodal logistics corridor for Chinese goods entering the U.S. Market. The new corridor brings containerized goods from China on either Maersk or CP Ships service to the Mexican Port of Lazaro Cardenas. There, the containers are off loaded by a new world class terminal operated by Hutchinson Ports based in Hong Kong. The containers are loaded onto the Kansas City Southern Railroad de Mexico where they move in-bound into the U.S. The containers clear U.S. customs in San Antonio, Texas and are processed for distribution.

Hutchinson Whampoa, a diversified company that manages property development and telecommunications companies, with operations in 54 countries and over 200,000 employees worldwide, is also one of the world’s largest port operators. Hutchinson Ports Holding (HPH) owns Panama Ports Co., which operates the ports of Cristobal and Balboa which are located at each end of the Panama Canal. HPH also operates the industrial deepwater port of Lazaro Cardenas in the Mexican State of Michoacan, as well as the Mexican port at Manzanillo, also along the west coast of Mexico, north of Lazaro Cardenas.

The Free Trade Alliance San Antonio was created in 1994 to promote the development of San Antonio’s inland port. The Free Trade Alliance San Antonio and the Port Authority of San Antonio are both members of NASCO, an acronym for the group’s formal name, the North American’s SuperCorridor Coalition, Inc. A Kansas City Star newspaper article posted on the website of the Kansas City SmartPort, another NASCO member, shows the importance of San Antonio’s inland port to the developing NAFTA Super-Highway and NAFTA railroad corridor emerging along Interstate I-35. According to reporter Rick Alm, San Antonio envisions the opening of a Mexican customs office in their inland port, a move that has been pioneered by Kansas City SmartPort:

Under this area’s arrangement [establishing a Mexican customs facility in the Kansas City SmartPort], freight would be inspected by Mexican authorities in Kansas City and sealed in containers for movement directly to Mexican destinations with fewer costly border delays. The arrangement would become even more lucrative when Asian markets that shipped through Mexican ports were figured into the mix. “We applaud the efforts of Kansas City and the Mexican government in developing a Mexican customs facility there,” said Jorge Canavati, marketing director for Kelly USA [former name for San Antonio’s inland port established on the former site of Kelly Air Force Base]. He said a Mexican customs function for KellyUSA “is something that is still far away … We may be looking at that” in the future.

A world map on the North American Inland Ports Network (NAIPN) on the NASCO website graphically highlights in yellow the trade routes from China across the Pacific ocean, to Mexico at the ports of Manzanillo and Lazaro Cardenas, entering the U.S. through San Antonio.

A Free Trade Alliance San Antonio 2005 summary of goals and accomplishments documents the direct involvement of the Bush administration into the development of San Antonio’s inland port NAFTA plans. The following were among the bulleted points:

Organized four marketing trips to Mexico and China to promote Inland Port San Antonio and met with prospects. Met with over 50 prospects/leads during these trips. Continued to pursue cross border trucking by advocating a pilot project with at least two major Mexican exporters as potential subjects. Worked with U.S. Department of Transportation, Dept. of Homeland Security and U.S. Trade Representative on this concept. Working with Mexican ports to develop new cargo routes through the Ports of Manzanillo and Lazaro Candenas. San Antonio is on the route of the Trans-Texas Corridor planned to be built along I-35 from Laredo, Tex., on the Mexican Border, north through Dallas, en route to the Oklahoma border. The development of a China-Mexico trade route reflects a fundamental shift since the passage of NAFTA. At the peak in the mid-1990s, there were some three thousand maquiladoras located in northern Mexico, employing over 1 million Mexicans in low-paying, assembly sweat-shops. Today, even Mexican labor is not cheap enough for the international corporations seeking only to maximize profits. According to the Federal Reserve Bank of Dallas, that bubble has burst and the maquiladora activity is down over 25 percent from the peak as the international corporations have found even cheaper labor in China.

As the Port of San Antonio evidences, linking NAFTA inland ports with NAFTA super-highways and NAFTA railroads is an important part of the development plan for the emerging global free trade economy. San Antonio officials by working with the communist Chinese to open Mexican ports for NAFTA trade evidence that plan. International capitalists are now determined to exploit cheap Mexican labor, not so much for manufacturing and assembly, but as a means of saving port and transportation costs in the North American market.

The Bush Administration seems on-board with the plan, aiming to increase corporate capital gains in NAFTA markets rather than worrying about the adverse consequences to Mexican low-skilled workers or to the U.S. labor movement that transferring increasing amounts of manufacturing and assembly to China entails.


TOPICS: Conspiracy
KEYWORDS: chicoms; china; cuespookymusic; freetrade; inlandports; kansascity; kookmagnetthread; mexico; nafta; naftacorridor; nasco; sanantonio; smartport; sovereignty; supercorridor; texas; transtexascorridor; transtinfoilcorridor; ttc; ttc35; tx
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Nice picture of the 'NAFTA marketplace' formerly known as the United States of America.
1 posted on 07/18/2006 8:42:36 AM PDT by hedgetrimmer
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To: hedgetrimmer

Corsi is back! I thought the OAS got 'em.


2 posted on 07/18/2006 8:44:24 AM PDT by 1rudeboy
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To: hedgetrimmer

Well, that sure does away with those pesky trade agreements.


3 posted on 07/18/2006 8:44:32 AM PDT by WorkerbeeCitizen (Liberals are not bright people - RL)
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To: calcowgirl; nicmarlo; texastoo; William Terrell; Tolerance Sucks Rocks; cinives; Czar; ...
Attention NAFTA marketplace Shoppers! American sovereignty is being discontinued. Get your remnants at close out prices!
4 posted on 07/18/2006 8:45:14 AM PDT by hedgetrimmer ("I'm a millionaire thanks to the WTO and "free trade" system--Hu Jintao top 10 worst dictators)
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To: 1rudeboy

So what this really means is that the price of goods will remain the same and the sellers and shippers will double their profits.


5 posted on 07/18/2006 8:45:48 AM PDT by Concho ((I'd rather be hunting.))
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To: Concho

Da, komrad.


6 posted on 07/18/2006 8:47:57 AM PDT by 1rudeboy
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To: Concho

What this article doesn't mention is that much of this trans-Pacific trade activity in Mexico is being driven by severe capacity constraints at West Coast ports here in the U.S. (particularly Los Angeles/Long Beach).


7 posted on 07/18/2006 8:48:05 AM PDT by Alberta's Child (Can money pay for all the days I lived awake but half asleep?)
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To: hedgetrimmer
Memories...


8 posted on 07/18/2006 8:48:09 AM PDT by Calpernia (Breederville.com)
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To: Concho

"So what this really means is that the price of goods will remain the same and the sellers and shippers will double their profits."

And the probability of making anything in America that can be made in China goes from unlikely to impossible.


9 posted on 07/18/2006 8:48:16 AM PDT by brownsfan (It's not a war on terror... it's a war with islam.)
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To: Concho
So what this really means is that the price of goods will remain the same and the sellers and shippers will double their profits and many Americans will lose their jobs, our infrastructure will be further eroded and the looting of the domestic economy by the "free trading" transnationals will continue.
10 posted on 07/18/2006 8:49:39 AM PDT by hedgetrimmer ("I'm a millionaire thanks to the WTO and "free trade" system--Hu Jintao top 10 worst dictators)
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To: 1rudeboy

Mexico won't be making cheap crap for us. Instead they will offload cheap crap from China and send it to us via rail and truck.


11 posted on 07/18/2006 8:49:44 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: hedgetrimmer

It's so nice to be icreasingly at the mercy of the world. (sarc)


12 posted on 07/18/2006 8:50:45 AM PDT by cripplecreek (I'm trying to think but nothing happens)
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To: hedgetrimmer

Cheap goods for blood.

http://www.freerepublic.com/focus/f-news/1602444/posts?page=24#24
http://www.freerepublic.com/focus/f-news/1602444/posts?page=25#25
http://www.freerepublic.com/focus/f-news/1602444/posts?page=26#26


http://www.pbs.org/wgbh/pages/frontline/shows/walmart/secrets/wmchina.html
From the beginning, Sam Walton and Wal-Mart focused on buying goods as cheaply as possible, which often meant buying imports. Here is an examination of the history of Wal-Mart's procurement practices in Asia and China -- even through its own "Buy American" promotional campaign in the 1980s and 1990s -- and the prognosis for the future.

Give me a W!
Give me an A!
Give me an L!
Give me a Squiggly!
Give me an M!
Give me an A!
Give me an R!
Give me a T!
What's that spell?
Wal-Mart!

One of Sam Walton's earliest imports from Asia was team spirit. Enthused by a factory cheer he witnessed in 1975 at a Korean tennis ball plant, Walton instituted his own "Wal-Mart Cheer," still a staple of the company's corporate culture. He liked the dramatic device for its "whistle while you work philosophy."

Early in his company's spectacular expansion, "Mr. Sam," as everyone called him, decided to reach across the Pacific and make imports a pillar of Wal-Mart's business model. Forcing his American suppliers to cut costs, stressing sales volume over high margins, and wowing customers by showcasing one super low-priced item in each category -- all hinged on importing to find the cheapest prices.

"Sam was an advocate of importing. It was his vision," said a retired senior executive, who was a buyer in Wal-Mart's Hong Kong office in the 1980s, and who asked to keep his identity private. "Our first office was in Hong Kong, then Taiwan. Korea soon after. We'd visit factories, see how they store goods. You would look at every step of the process very carefully."

"From the beginning, Walton had bought goods wherever he could get them cheapest, with any other considerations secondary," writes Bob Ortega, author of the Wal-Mart history, In Sam We Trust. By the early 1980s, Ortega reports, Walton "increasingly looked to imports, which were usually cheaper because factory workers were paid so much less in China and the other Asian countries."

According to Ortega, Walton himself estimated that imports accounted for nearly 6 percent of Wal-Mart's total sales in 1984. But another observer of that period, Frank Yuan, a former Taiwan-based apparel middleman, who dealt with Wal-Mart in the 1980s, puts the number, including indirect imports, at around 40 percent from "day one." Either way, Walton's vision was a harbinger of far vaster global sourcing today.

And it is a far cry from the picture that many Americans have of the legendary founder of Wal-Mart: "Mr. Sam," the folk hero, who drove around the Ozarks in a pickup truck buying cheap goods for his early discount stores and who became the architect of Wal-Mart's highly publicized "Buy American" campaign in the late 1980s and early '90s.

In truth, Walton's "Buy American" campaign did rescue some U.S. manufacturers, but only those who followed his playbook. In a letter he wrote to suppliers in 1985, he made clear he was committed to buying U.S. goods only if they upgraded their operations and improved productivity to "fill our requirements."

"We're not interested in charity here; we don't believe in subsidizing substandard work or inefficiency," Walton wrote in his 1992 autobiography Made in America. "So our primary goal became to work with American manufacturers, and see if our formidable buying power could help them deliver the goods, and in the process, save some American manufacturing jobs."

As one retired senior Wal-Mart executive explained: "Sam wanted everything possible [made] in the U. S., but he was not going to pay [extra] for it to stay. The main thing he asked was: 'Is it good for our customers?' If not, we went and made it overseas."

And so it is equally true -- and far less well known -- that Sam Walton was the architect of Wal-Mart's unpublicized "Buy Asia" program.

In this strategy, Sam Walton was playing catch-up. Sears, Kmart, Target, and JCPenney all had established procurement networks in Asia long before Wal-Mart arrived. Wal-Mart's decision to arrive unfashionably late was deliberate, according to the retired executive. "In going to Asia and then into China," he said, "department stores always beat us. A lot of people were there long before we were. But it was part of the strategy to let them go through the initial tortures. [Wal-Mart would] step in when all the groundwork had been laid."

So by the time Wal-Mart opened its first buying office in Hong Kong in 1981, "manufacturers were already very competent in Taiwan," said Gary Hamilton, a professor of sociology at the University of Washington. "There was already a high level of confidence and responsiveness that allowed Wal-Mart to rapidly expand."

Other retailers' investments in basic infrastructure and manufacturing clusters primed the Pacific Rim for the eventual stream of Wal-Mart's logistics wizards, hard-nosed buyers and product developers to cash in on low-wage Asian labor. "All of the retailers in the world participated in it," said the retired Wal-Mart buyer, recalling the mood in the old days. "We keep moving around to chase lower wages. Or if there's a tariff, we'll move to a country that does not have the tariff."

Lowering Wal-Mart's Profile in Asia

Even as Wal-Mart was pushing its U.S. suppliers to be more efficient and promoting its "Buy American" program through the '80s, the company bought more and more from Asia, according to Jay Moates, a former accountant with Wal-Mart's overseas buying operation.

But to please American consumers concerned about the Asian threat, the retailer played down its buying operations in Hong Kong, Taiwan, Korea, and the rest of Asia. Following the brutal suppression of Chinese students in Tiananmen Square in 1989 by the Chinese Communist leadership, Walton feared a consumer backlash if Wal-Mart were seen as operating in China. He was also disturbed by charges of human rights abuses in his Asian suppliers' factories.

To continue growing in Asia, Wal-Mart needed a buffer -- a middleman or a buying agency that would purchase Asian products without showing Wal-Mart's hand. According to the retired Hong Kong senior executive, Walton told Bill Fields, Wal-Mart's head buyer, that he wanted to "get out" of direct involvement in Asia. "The decision was to go to an exclusive buying agency," the buyer said. "The main reason for going into [the deal] was not to be exposed as going into Communist China."

Walton needed a trusted friend to act as his Asian middleman. He turned to a close friend and tennis partner, George Billingsley, to serve as the titular head of the operation. No matter that Billingsley, a former real estate salesman, knew next to nothing about retail or procurement. To actually run the operation, Walton found Charles Wong, a seasoned Wal-Mart vendor who knew the U.S. retail business well and was at ease operating in Asia. Billingsley would be a figurehead. Wong would run the day-to-day business of procurement out of Hong Kong.

Within two years, Billingsley and Wong had set up Pacific Resources Export Limited (PREL) as an exclusive buying agent for Wal-Mart. Wal-Mart sold its own Asian buying offices to PREL. The links were so close between PREL and Wal-Mart that "most of the people at Wal-Mart, referred to them as us," said Jay Moates, the PREL accountant. "We hired all the old people from [Wal-Mart's Asian buying] operation."

As PREL provided Wal-Mart cover for its Asian buying, Walton could both continue promoting his "Buy American" campaign at home and expand his overseas procurement out of PREL in Hong Kong.

But several months after Walton's death in April 1992, the "Buy American" campaign backfired when Wal-Mart became the target of a Dateline NBC expose that revealed "Buy American" signs adorning piles of imported goods from Asia. Overnight, an embarrassed Wal-Mart de-emphasized the "Buy American" campaign.

Catching the China Bug

China loomed large for Sam Walton's successors in the years following his death. Deng Xiaoping had opened the country to investment, easing restrictions on foreign businesses, and encouraging Chinese entrepreneurs to enter joint ventures with Westerners. Deng declared the fishing village of Shenzhen, just across the border from Hong Kong, a "special economic zone," with no taxes on foreign businesses for the first few years of operation. Across South China, the government began building roads, ports, and other infrastructure. In 1994, it devalued China's currency, from roughly 5 to 8 yuan to the dollar, further fueling the country's explosive development.

China, suddenly the cheapest workshop in Asia, attracted vast capital investment. Millions of migrant workers flooded industrial centers. World-savvy entrepreneurs migrated from Hong Kong and Taiwan, eager for a piece of the action. Many shut down their plants at home in the rush to set up new factories and hire mainland Chinese workers.

Shenzhen boomed. Growing at 20 percent a year, it became known as China's "Miracle City." In two decades, a fishing village mushroomed into a city of 7 million people, with high rises, miles of factories, and modern electronics headquarters. Here too, Wal-Mart sited its global sourcing headquarters.

Wal-Mart had caught the China bug. In a speech to business schools in the early '90s, David Glass, who succeeded Sam Walton as CEO, advised students to learn Mandarin Chinese. In regional meetings, Glass told Wal-Mart execs that if they didn't think internationally, they were working for the wrong company. "The only reason [manufacturing] moved from Taiwan was China's low level of wages," said one early Wal-Mart Hong Kong buyer. "We didn't have any trouble in China, because the Taiwanese went into China and built up the factories. We were dealing with the same people."

Working through PREL's Asian suppliers, Wal-Mart buyers became actively involved in developing products, and educating the mainland Chinese on how to make goods that would sell in America. "You'd go into a factory in Taiwan that's making men's shirts. You see what works," the Wal-Mart buyer recalled. "And then you go into China and tell a factory in China, 'This is why we're not buying from you.' Chinese people are not dumb. They're tenacious. They know they need to learn very quickly."

In 1992, with Wal-Mart clocking in at a 40 percent annual growth rate, Goldman Sachs analyst George Strachan released a study concluding that Wal-Mart was in the midst of "a major strategic merchandising revolution … breaking from a history of almost exclusive commitment to [U.S.] national-brand products, expanding and improving its private-label offerings … and marketing them more aggressively than ever before."

By lining its shelves with its own in-house brands, Wal-Mart began competing directly, on its own shelves, with its national, household brand-name suppliers. "It makes them more efficient," argues Ray Bracy, Wal-Mart's vice president of international corporate affairs. "I suppose you could suggest that they would like to not have that competition. But it makes them better."

The development of Wal-Mart's house brands proved to be a watershed. Consumer surveys had established that Americans cared less and less about buying national brands: Low price trumped brand loyalty. In the period following Sam Walton's death, when Wal-Mart's sales slowed and its stock price began to stagnate, this consumer trend freed the company to ramp up the production of its house brands through unbranded suppliers in China, who now had privileged access to Wal-Mart's 3,500 stores across America. The result was that Wal-Mart became its own de facto manufacturer, developing and designing products according to the taste of its customers, as analyzed by Wal-Mart's supercomputer. Profits soared.

Privately, long-time U.S. suppliers expressed dismay. "They invaded our core business model," said one apparel maker, requesting that his name be withheld. "Wal-Mart seems intent on managing the total product life cycle." If the competitive pressures of Wal-Mart's store brands continue, he said he would close his American factories, abandon his own brand, and try to solicit Wal-Mart's private label business in China. "We call it 'the race to the bottom,'" he asserted. "It's sad because I see that productivity increases [in America] are still possible through automation. There's room for improved efficiency. But it's impossible [to stay here] with retailers going for cheap Chinese labor."

By now, many American manufacturers, such as the apparel supplier, have little choice but to redefine themselves as "branded distributors" for overseas goods. In other words, instead of making their own products, they use their own brand names to market Chinese-made goods to retailers. They eke out profits by outsourcing production and marketing that production. The process is virtually the final step in the surrender to what Duke University Professor Gary Gereffi calls the Wal-Mart-China "joint venture."

For several years, Wal-Mart has been the single largest U.S. importer of Chinese consumer goods, surpassing the trade volume of entire countries, such as Germany and Russia. Global sourcing is now fully integrated into the company's operations -- giving Wal-Mart enormous leverage worldwide. Foreign products account for nearly all of Wal-Mart's trumpeted low opening price point goods.

During regularly scheduled conference calls with Wall Street analysts, Lee Scott, Wal-Mart CEO since 2000, touts global sourcing as the key to increasing company profits and continuing its expansion.

"No one can compete with China. Such efficiency, such manpower," said Frank Yuan, the former middleman who did business with Wal-Mart, and who now heads an international apparel trade show. "If you look at [Wal-Mart's] shoes or housewares, 80 or 90 percent is coming out of China. And apparel is not as big as it should be." After U.S. quotas on textile imports expire on Jan. 1, 2005, Yuan expects imports from China to rise to 80 percent of the apparel market.

Perfecting the Joint Venture

CEO Lee Scott would continue to improve the Wal-Mart-China joint venture through better predictions of future sales, improved forecasting models of coming fashion trends and the development of a new global sourcing group to succeed PREL that became operational in 2002. Given the improved trade relations with China under President Clinton, and a politically entrenched free trade movement, Scott no longer saw any need to hide Wal-Mart's ties to China.

Scott's vision was to expand global purchasing across the company and aggregate its vast buying power. As one retired senior executive from Wal-Mart's Global Sourcing group explained, the idea is to have "one huge buy" from apparel to food to general merchandise manufacturers. By joining the orders of every Wal-Mart division in every country, the company achieves massive economies of scale in its purchases.

In the coming years, Wal-Mart's challenge is to further consolidate its list of manufacturers in China. "Wal-Mart gets more control by keeping vendor list short, because the small number of vendors becomes more and more dependent on Wal-Mart as a customer," said Yuan. "They only use the top 1 percent of factories. Maybe top 50 factories in a given country. Wal-Mart has 60 percent of the largest factories in the world [working for them]."

But a more agile, transnational, "virtual" manufacturer is emerging to service the American mass retailer. Larry Harmer, CEO of Petters International, has never created a brand, run a research and development group, overseen the assembly of a product, or sold it on a store shelf.

He is a "brand distributor," a general contractor of sorts for consumer electronics, who develops a concept for a product -- a new kind of DVD player, for instance -- by licensing other people's design and technological innovations. When the prototype is ready, he licenses a familiar brand name, such as Polaroid, under which he sells his product. He and his team of fluent Mandarin speakers then head to China and turn to one of Wal-Mart's chosen Chinese manufacturers for production. Harmer said that Wal-Mart deals with only three or four DVD player factories worldwide -- all in China. Harmer's situation is typical: To sell to Wal-Mart, most brand distributors will be forced have their products made by Wal-Mart's anointed partners in China.

"The question is going to be whether the retailers and [Chinese] manufacturers will come together to squeeze money from the traditional brands," said Harmer. As long as he continues to bring Wal-Mart new concepts that sell, Harmer expects to survive, one year at a time.

Some retail analysts said that Wal-Mart's dwindling number of vendors will continue to abandon their factories in the American Midwest, as well as transfer production from their factories in Mexico and Taiwan to China. As this happens, massive Chinese conglomerates, such as the television manufacturer TCL, will dominate more and more of the market. And Wal-Mart will increasingly be forced to contend with muscle-flexing by its Chinese partners.

And so, there's a new wrinkle in the global game: China may not settle for second fiddle. Chinese manufacturers want to become equal partners with Wal-Mart, playing a role in product development, not just filling assembly orders. They, too, are becoming creative with the use of point-of-sale analysis to respond instantly to the demands of consumers and develop products they want.

"We are seeing an emerging shift in product development," said Tom Travis, a trade lawyer at Miami's Sandler, Travis & Rosenberg, who counts Wal-Mart among his clients. Chinese manufacturers "are assuming much more of the functions, creating and designing … the product."

This could lead to what up until now, many would have considered an unthinkable scenario in which the manufacturing dominance of China subverts Wal-Mart's control of the supply chain.



Sam Hornblower is the production assistant for "Is Wal-Mart Good for America?"


13 posted on 07/18/2006 8:51:19 AM PDT by Calpernia (Breederville.com)
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To: Alberta's Child
What this article doesn't mention is that much of this trans-Pacific trade activity in Mexico is being driven by severe capacity constraints at West Coast ports here in the U.S. (particularly Los Angeles/Long Beach).

Yeah those ports were designed for a normal nation that ships stuff out too. They were not designed to offload 90% of the Wal-Mart and Home Depot inventory

14 posted on 07/18/2006 8:52:35 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: dennisw

Then why would it need a customs facility in KC? Wouldn't it make more sense to put it at the originating port?


15 posted on 07/18/2006 8:52:48 AM PDT by 1rudeboy
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To: dennisw

Yep, further eroding our manufacturing base.


16 posted on 07/18/2006 8:54:27 AM PDT by stephenjohnbanker (Taglines for sale or rent. Good "one liners", 50 cents.)
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To: stephenjohnbanker

Why wouldn't you want to make it easier to export products to Mexico? And a trick question for you: do we export more merchandise to Mexico now, or before NAFTA was implemented?


17 posted on 07/18/2006 8:57:01 AM PDT by 1rudeboy
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To: 1rudeboy
Then why would it need a customs facility in KC? Wouldn't it make more sense to put it at the originating port?

-Too much chaos, corruption and stupidity in Mexico to do things efficiently and fast
- Plus the free traitor crowd loves the idea of a Mexican customs office in Kansas City

18 posted on 07/18/2006 8:59:05 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: 1rudeboy
Then why would it need a customs facility in KC? Wouldn't it make more sense to put it at the originating port?

"Under this area’s arrangement [establishing a Mexican customs facility in the Kansas City SmartPort], freight would be inspected by Mexican authorities in Kansas City and sealed in containers for movement directly to Mexican destinations with fewer costly border delays."

19 posted on 07/18/2006 9:00:55 AM PDT by M. Dodge Thomas (More of the same, only with more zeros at the end.)
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To: dennisw

So our Mexicans are better than their Mexicans?


20 posted on 07/18/2006 9:00:58 AM PDT by 1rudeboy
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To: dennisw
Yeah those ports were designed for a normal nation that ships stuff out too. They were not designed to offload 90% of the Wal-Mart and Home Depot inventory.

Oh, please.

Those ports have undergone substantial capacity enhancements in the last 6 years -- mainly aimed at accommodating precisely that import market you've identified (the Alameda Corridor project is a good example of this).

The primary problem with these ports is that they are located in heavily urbanized areas with little room for expansion, and they were originally designed when this nation had a population of about 100-150 million people.

21 posted on 07/18/2006 9:01:37 AM PDT by Alberta's Child (Can money pay for all the days I lived awake but half asleep?)
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To: M. Dodge Thomas

Oh, I got that . . . Prof. Corsi doesn't.


22 posted on 07/18/2006 9:02:34 AM PDT by 1rudeboy
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To: 1rudeboy
Why wouldn't you want to make it easier to export products to Mexico? And a trick question for you: do we export more merchandise to Mexico now, or before NAFTA was implemented?

And the much neglected reverse question is - Do we import more from Mexico than before?
The answer is yes, we import more than before NAFTA,  we import so much more that we run 40 billion dollar per year trade deficit with this 3rd world pit

23 posted on 07/18/2006 9:03:28 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: Alberta's Child

Don't forget that it's probably easier to get a Mexican to use a barcode scanner, rather than a Longshoreman.


24 posted on 07/18/2006 9:03:49 AM PDT by 1rudeboy
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To: M. Dodge Thomas
freight would be inspected by Mexican authorities in Kansas City and sealed in containers for movement directly to Mexican destinations with fewer costly border delays."

That way all those stolen cars headed for Mexico and points south won't be discovered by pesky US officials.
25 posted on 07/18/2006 9:04:19 AM PDT by hedgetrimmer ("I'm a millionaire thanks to the WTO and "free trade" system--Hu Jintao top 10 worst dictators)
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To: Calpernia
Sears, Kmart, Target, and JCPenney all had established procurement networks in Asia long before Wal-Mart arrived.

Funny how you never seem to read this in most anti-WalMart rants these days.

26 posted on 07/18/2006 9:04:21 AM PDT by Alberta's Child (Can money pay for all the days I lived awake but half asleep?)
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To: 1rudeboy

Thats quite a racist comment.


27 posted on 07/18/2006 9:04:55 AM PDT by hedgetrimmer ("I'm a millionaire thanks to the WTO and "free trade" system--Hu Jintao top 10 worst dictators)
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To: dennisw

And the neglected logic is, we should fail to make it easier to export our goods because we buy too much foreign stuff?


28 posted on 07/18/2006 9:05:03 AM PDT by 1rudeboy
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To: hedgetrimmer

LOL Thanks, Ms. Pelosi.


29 posted on 07/18/2006 9:05:30 AM PDT by 1rudeboy
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To: 1rudeboy

Right. And the West Coast longshoremans' labor dispute in 2003 or 2004 (I think it was 2003) resulted in changes in global shipping patterns that are still in place today.


30 posted on 07/18/2006 9:06:25 AM PDT by Alberta's Child (Can money pay for all the days I lived awake but half asleep?)
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To: 1rudeboy

"Why wouldn't you want to make it easier to export products to Mexico?"

I didn't say that, and I have nothing against it either. If it create middle class jobs in Mexico, all the better.
My beef is importing all this junk from China. Shirts that disentegrate after 2 washes, and coffee pots that last a year or so, intead of 10 to 15 years.


31 posted on 07/18/2006 9:07:29 AM PDT by stephenjohnbanker (Taglines for sale or rent. Good "one liners", 50 cents.)
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To: Alberta's Child

Now THAT is very true!


32 posted on 07/18/2006 9:08:28 AM PDT by Calpernia (Breederville.com)
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To: Alberta's Child

Apparently you are a racist for pointing that out . . . not that Longshoremen is a race, but what the heck.


33 posted on 07/18/2006 9:08:57 AM PDT by 1rudeboy
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To: 1rudeboy

No, you deserve the credit for revealing "free traders" inherent antiAmericanism.


34 posted on 07/18/2006 9:09:17 AM PDT by hedgetrimmer ("I'm a millionaire thanks to the WTO and "free trade" system--Hu Jintao top 10 worst dictators)
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To: Alberta's Child
Yeah those ports were designed for a normal nation that ships stuff out too. They were not designed to offload 90% of the Wal-Mart and Home Depot inventory.

Oh, please.

Those ports have undergone substantial capacity enhancements in the last 6 years -- mainly aimed at accommodating precisely that import market you've identified (the Alameda Corridor project is a good example of this).

Obviously not expanding fast enough to accommodate all the ChiCom ships bringing in Chinese craps. Get with the program Alberta! So now Mexico (land of the NAFTA maquiladora) will become import middleman, bringing in all kinds of Chinese craps for you to buy. 

China --->>
Mexico--->>
Kansas City ---->> Mexican customs in KC --->>>

And then onward to Wal-Mart and Home Depot.

35 posted on 07/18/2006 9:10:55 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: stephenjohnbanker

I'm not a huge fan of the "disposable society," either. I do know that it's not likely the federal government has the power or even the ability to change it . . . .


36 posted on 07/18/2006 9:12:12 AM PDT by 1rudeboy
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To: hedgetrimmer

well, another great move by the People's Republic of China...haha...competing and expanding its business on the great free land...
so more Chinese cheap goods are entering the US market...well you call them "crap", then why do you still buy them? You all can resist chinese products...Hope you can do that and stop the chinese "crap" appearing and "eroding your infrastructure"...but are you able to do that? hahahahahaha


37 posted on 07/18/2006 9:14:30 AM PDT by sonyapeking
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To: 1rudeboy
So our Mexicans are better than their Mexicans?

They are your Mexicans, Kemosabe. I minimize my interaction with anything and anyone from there. Actually there are cute Mexican Indian waitresses (know where Chiapas is?)  at the restaurant I go to now and then  Need a wife? Very cute and shy plus they know some English.

38 posted on 07/18/2006 9:17:09 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: sonyapeking

What are Chinese craps???


39 posted on 07/18/2006 9:17:58 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: dennisw
The ports themselves aren't the only problem. The inland distribution networks have their own capacity limitations. Do a Google search on a phrase like "Union Pacific railroad debacle" or something like that to see how chaotic the shipping scene is in this country starting right around this time every year.

This is why the Mexico ports issue discussed here and the Trans-Texas Corridors initiative go hand-in-hand . . . because even the most efficient ports in the world are only as good as their inland infrastructure allows them to be.

40 posted on 07/18/2006 9:19:11 AM PDT by Alberta's Child (Can money pay for all the days I lived awake but half asleep?)
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To: hedgetrimmer

Profit over sovereignty. Nazi Germany and Imperial Japan are great example of free trade capitalism winning over American sovereign interest and thus preventing war. After all, the argument by some FReepers and diehard globalists is that China would never destroy a good thing. Why would they want to stop making money?


41 posted on 07/18/2006 9:20:53 AM PDT by sully777 (You have flies in your eyes--Catch-22)
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To: dennisw

well the "the chinese crap" is what the great united states of america is buying and using...haha


42 posted on 07/18/2006 9:21:16 AM PDT by sonyapeking
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To: Alberta's Child

What you say is true


43 posted on 07/18/2006 9:21:50 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: sonyapeking; dennisw
Red China Attains Global Control of Ports

Overlooked during America's preoccupation with the Dubai ports deal is a much more imminent threat - China's methodical campaign to gain control of global ports that are strategically positioned to support military or economic actions against the United States - a move that has gone virtually unnoticed.

The powerful Chinese-owned Hutchison Whampoa Ltd. is now the world's biggest cargo terminal operator, according to London-based Drewry Shipping Consultants. It also is the world's largest port owner.

Hutchison Port Holdings has assumed control of scores of potential economic choke points, including 169 berths at 41 ports worldwide. These facilities control about 15 percent of global maritime container traffic.

Some of Hutchison's ports lie near key sea lines of communication, such as the Panama Canal, the Suez Canal and the eastern coast of the United States. Of the eight international regions with choke points labeled by the Department of Defense as "U.S. lifelines and transit regions," Hutchison has ports in six.

"Amidst the furor over a U.A.E. corporate takeover of major U.S. and Canadian seaports, scant notice has been given to the longstanding and continuing threat from the PRC/Triad [People's Republic of China and Chinese mobsters] 'business' presence at seaports around the world, including the U.S. and Canada," stated a top-level Canadian port security analyst.
44 posted on 07/18/2006 9:22:32 AM PDT by hedgetrimmer ("I'm a millionaire thanks to the WTO and "free trade" system--Hu Jintao top 10 worst dictators)
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To: sonyapeking
well the "the chinese crap" is what the great united states of america is buying and using...haha

How about you? Do you buy and use Chinese craps?
45 posted on 07/18/2006 9:23:03 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: Alberta's Child

Right about this time every year, the lead-time for a boxcar to be delivered to a siding in Hammond, Indiana was two months . . . and going on three before the worst was over.


46 posted on 07/18/2006 9:24:17 AM PDT by 1rudeboy
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To: 1rudeboy

When it comes to the federal government, "ability" never enters into the equation : )


47 posted on 07/18/2006 9:24:25 AM PDT by stephenjohnbanker (Taglines for sale or rent. Good "one liners", 50 cents.)
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To: dennisw

well I buy and use chinese products all the time...haha...


48 posted on 07/18/2006 9:24:59 AM PDT by sonyapeking
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To: hedgetrimmer
Hutchinson Ports Holding (HPH) owns Panama Ports Co., which operates the ports of Cristobal and Balboa which are located at each end of the Panama Canal. HPH also operates the industrial deepwater port of Lazaro Cardenas (where Chinese imports will arrive to be transshipped to Kansas City for all the USA) in the Mexican State of Michoacan, as well as the Mexican port at Manzanillo, also along the west coast of Mexico, north of Lazaro Cardenas.
49 posted on 07/18/2006 9:25:46 AM PDT by dennisw (Confucius say man who go through turnstile sideways going to Bangkok)
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To: hedgetrimmer

well i'd say "Well done, China"...keep up the good work.


50 posted on 07/18/2006 9:27:16 AM PDT by sonyapeking
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