The 30-Day Gate for AI

I was unaware of this shift in US policy from reading general media accounts of what’s going on. Gwanhoo Lee identifies clearly the effect on firms playing in the AI marketplace.

As new and better models become available, both China and the US are now going to screen them for national security impact and decide whether to allow sales. The US can no longer claim to be different through allowing competition to determine the best available product.

It’s not surprising as we drift toward a totalitarian government here in the US. First, the national government has taken ownership stakes in high-tech companies such as Intel. Now the government is exercising control over what can be sold in the AI marketplace, so the consumer, particularly the international consumer, no longer determines what’s best through their money choice. It’s national socialism.

Furthermore, the way is now opened for AI decisions by the government to be bought. Back the government position and policies, or you can’t sell your product. If money changes hands to lubricate the decisions, say by support of a White House remodeling or a reflecting Pool redo, we’ve become a third-world country, no different from Angola or Mozambique. (These countries might argue with my characterization, and I agree, it’s egregious of me to make examples of them– but there are lots of examples around the world now.)

While the US leaders can talk the talk, they can’t walk it any more.

The situation is more complicated with AI than with earlier technologies such as relational databases or ERP or TMS/WMS. In those cases, once you purchased, you relied on the vendor to supply maintenance and support. They did it more or less well, and engendered many howls of fury about its quality.

AI is a bit different, because of the learning or training component. An AI product becomes more valuable over time because it trains on a larger and larger set of inputs. The software may improve somewhat, with better algorithms, but also the training set becomes larger, so more refined conclusions can be drawn. You now have two motivations for making a new purchase, or upgrading your subscription.

For users of AI technology purchased from the behemoths, it’s time to focus on exactly what job you want done, and whether some technology will accomplish it. Chasing the latest new version may not serve your specific goals. Your experts need to be able to tell you why results, financial or business, will be measurably better with a new model. Mostly this has nothing to do with the perceived security risks to the US tech environment. but corporate execs can control it much more closely than by following the AI news.

Gwanhoo Lee July 22, 2026

https://www.linkedin.com/pulse/30-day-gate-gwanhoo-lee-xvlue

Insurance and Maritime Warfare

This interesting article points out how the nature and availability of insurance can be weaponized in wars such as Trump’s Iran action. If you have not been interested in maritime insurance before, you need to learn how it can work in such a dire situation as the Strait of Hormuz activities now.

It’s a war zone, to be sure. But many ships, shippers, and in fact countries, are dependent on passage. And they need insurance to do it.

Manipulating the insurance ecosystem is a potential way to shape the movement of ships in the Gulf of Hormuz or the Red Sea. It’s been used before, but we are now seeing novel approaches from the US government and from insurers.

Maritime shippers and operators will need to pay attention to this changing landscape.

By Bruce Randolph Tizes

https://mymaritimeblog.wordpress.com/wp-admin/post-new.php

Is a New West Coast Container Port Needed? The Coos Bay Dilemma

Coos Bay, OR, USA is pushing for a new West Coast US container port. It will have rail to the port, so that transloading can take place directly to it.

The port planners see a need for another West Coast port of entry for Asian containers that will reach inland via intermodal rail as far as Chicago. The Oregon International Port of Coos Bay has obtained a $25 million grant for pre-planning and pre-construction. The grant will be matched by $25 million from NorthPoint Development, and will be used for environmental review and preliminary engineering activities.

The map below shows why environmental concerns might be considerable. Coos Bay is a small town that’s long been a Mecca for beachgoers and people who love the coastside style of living. A friend moved there from Santa Rosa, in the Bay Area, for that reason.

Google Map of Coos Bay, OR. Red square shows the approximate location of the new container port.

You can see on the map that ingress is through a small strait, with a narrow bay running northward to the Coos River. The port will be on the barrier island, just below another industrial site, a sawmill, according to the planning material. Its projected capacity will be 2 million TEU, or one million forty-foot containers per year.

That’s quite a few. It’ s only a bit smaller than the Port of Oakland, in CA, which runs about 2.5 million TEU per year. And it dwarfs the container traffic at the Port of Portland. However, Portland specializes more in automobiles, and grain and minerals bulk. If the port runs at 60% capacity, a reasonable figure for international container ports, that would be 1.2 million TEU per year, or 500,000 forty-foot units.

It’s not a bad idea, geopolitically, to have another West Coast port for containers. It’s a relief valve for the big California ports, which are subject to periodic longshore union strikes and other potential disruptions. Those ports are also major sources of pollution.

The all-rail connection should also make air pollution less of a problem. Perhaps the port can prevent local drayage from causing mammoth traffic and air problems in this pristine area.

Notice Charleston Marine Life Center at the entrance to the strait, a branch of the University of Oregon. Below is a photo of a Dungeness Crab, a local resident; delicious and protected from overfishing. Dredging, which the plan says is necessary, may threaten marine species nearby.

Boxes will move via a short line, Coos Bay Rail Line, owned by the port. It runs north from the peninsula about 137 mi, terminating near Eugene OR at the Union Pacific line. That provides access by rail to all of the central US. And if the UP/NS merger comes to pass, it will provide a single transfer access even to the Northeast US and even Europe. That provides access by rail to all of the central US. And if the UP/NS merger comes to pass, it will provide a single transfer access even to the Northeast US and even Europe.

It’s not clear that more capacity is needed on the West Coast of the US, particularly if interntional maritime trade is resetting and the Asia-US container movements are declining.

Evidently East Coast container traffic is also in decline.

We see a report today of Charleston, on the US East coast, shutting down a 700,000 TEU capacity terminal, Leatherman, because of low demand. It only processed 75,455 containers so far this year. The final capacity of Leathrman Terminal when built out is planned to be 2.4 million TEU. A second berth construction project is being continued. The planned rail yard adjacent to Leatherman, a $690 million project, is being suspended.

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Trains.com Staff Wednesday, June 24, 2026

https://www.freightwaves.com/news/oregon-port-oks-federal-rail-grant-agreement-for-multimodal-project

Jun 25, 2026 4:59 PM by The Maritime Executive

https://maritime-executive.com/article/charleston-pauses-operations-at-new-terminal-citing-low-volume-high-costs