By Karen E. Thuermer, AJOTConsumer spending is considerably down, but that does not mean all is doom and gloom at US seaports where consumer products are concerned. What is a concern, says Robin W. Lanier, executive director of the Waterfront Coalition in Washington, DC, is a pro-business attitude that starts with facilitating trade from the moment it hits American shores to when it reaches the consumer. Lanier contends that now is the time for the United States to take vested interest in its ailing infrastructure and for seaports, in particular, to get over any “cavalier” attitudes of working with importers. “I think there are two distinctive trends going on,” she remarks. “First, not all ports are equal. And, second, getting products from Point A to Point B are not equal. Some ports have stevedores that are more experienced than others, are more reliable, are cheaper to use, and are faster in terms of getting goods through than others.” This does not necessarily single out the large ports, she contends, such as the US West Coast ports of Los Angeles and Long Beach. “There are alternatives, and seaports that are more customer friendly.” Although importers of consumer items may have to watch their nickels more closely, they still must weigh and measure of host of variables. Those include how time sensitive the products are, the value of the merchandise, how much volume is being imported, and where ultimately the shipment needs to end up. “Although we are currently seeing less volume, importers still need to think in terms of what is the best way to get shipments from Point A to Point B,” she says. “We all know too well the disruptions that importers have experienced on the West Coast at the Ports of Los Angeles and Long Beach.” Some disruptions can also be caused by new port policies that are put in place or local advocacy groups that do not want to see increased volumes of traffic coming from their seaports. Consequently, many discretionary shipments are now going elsewhere. A good example is US East Coast seaports, many of which, Lanier states, are pro-business and anxious to work with consumer products importers. “Importers now consider all-water routes to the East Coast,” she says. “Some seaports are working with the railroads to get good connections to consumers in the Midwest.” Consequently, the Waterfront Coalition is especially keeping a watchful eye on President Obama’s proposal. “Ocean carriers and seaports are seeing a significant decline in their business,” she states. “Many of the big ships are now in mothballs. Port authorities are collecting fewer fees. The US infrastructure is decaying. And it is critical to US trade.” RETAIL TRENDS With footwear and apparel encompassing a large portion of retail sales, industry executives view these industries as key consumer products that are typically bellwethers for the US economy. According to Arlington, VA-based American Apparel and Footwear Association (AAFA), Americans typically buy more than 67 items of clothing and eight pairs of shoes a year. Kevin M. Burke, president and CEO, AAFA, however, indicated in the association’s latest report: Annual 2007 Trends, that signs of concern were already evident back then. “American consumers continued to shop in 2007,” he says. “However overall growth slowed in 2007 as prices slowed their declines.” He predicted a perfect storm of rising energy prices and other costs brewing in the apparel and footwear industries. “While I am optimistic about the future, we cannot deny there are rough waters ahead,” he remarks. Overall, the US apparel market can be divided into two tiers: national brands and other apparel. National brands are produced by approximately 20 sizable companies and currently account for some 30% of all US wholesale apparel sales. The second tier, accounting for 70% of all apparel distributed, comprises small brands and store (or private-label) goods. NEAR SOURCING One distinct trend occurring today is the