Because proper ISF filing is important to their goals of facilitating trade and protecting the United States, CBP may issue liquidated damages to importers who violate the ISF guidelines and procedures.  A recent publication on CBP’s website states July 9, 2013 as the beginning of ISF enforcement’s “liquidated damages phase.”  The document states that liquidated damages of $5,000.00 USD may be issued for individual violations. Examples of violations can include late (untimely), inaccurate, or incomplete filing of ISF documents.  Every importer should know the importance of filing these documents on time, and according to CBP’s guidelines.  ISF is required to be filed no later than 24 hours before cargo is laden aboard the vessel at the foreign port (19CFR 149.2b).

Importers who are not familiar with ISF filing guidelines and procedures can find a wealth of excellent additional information regarding ISF from CBP on this page of the CBP website.  Importer Security Filing compliance is already an important part of every Customs compliant importer’s operation, but the fines associated with non-compliance should encourage focus on proper filing for those who are not following ISF guidelines closely enough.

Are you compliant with ISF?  If you do not know the answer, make sure to take advantage of all the informational materials CBP provides, and as always, ask a professional for further assistance in reaching your import compliance goals.  Thank you for reading, and stay tuned for more.

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1. A Customs bond does not provide coverage.

Although Customs bonds are technically insurance products, they serve a unique function. A U.S. Customs bond is a three-party agreement between a bond principal, U.S. Customs and Border Protection (CBP), and a surety. The agreement guarantees the principal’s outstanding financial obligations to CBP will be fulfilled, if not by the principal, then by the surety who issued the bond (up to the liability threshold).

2. A Customs bond is not optional.

Unlike most other trade-related insurance products, a U.S. Customs bond is a mandatory document. Without a valid U.S. Customs bond in place, CBP will not allow imported goods beyond the port of entry and into U.S. commerce.

3. Continuous U.S. Customs bonds do not expire or renew.

Once filed with CBP, a continuous U.S. Customs bond will remain on file until actively terminated by the bond’s principal, the surety who issued the bond, or by CBP. It is a common practice for a surety agencies, Customs brokers, and freight forwarders to invoice their clients on an annual basis though. Because a continuous bond never technically expires, some providers offer their clients the option to pay for multiple years in advance.

4. If you are importing, you may already hold one.

If you are bringing goods into the U.S. regularly, you probably already hold a continuous Customs bond. It may even show up as a line item on your logistics service provider’s invoice. Some importers bring a low volume of goods into the country under their Customs broker or freight forwarder’s import bond, but this is almost never a cost-effective option for large volumes of shipments. Single transaction bonds are also available; however, they are often cost-prohibitive for importers bringing in more than a few shipments per year.

5. You can purchase a Customs bond directly from a surety agency.

Although you can purchase your U.S. Customs bond through a licensed Customs broker or freight forwarder, some surety agencies provide Customs bonds directly to consumers. The direct purchase option often provides significant cost savings.

Hopefully this list helps kick start your journey to becoming a Customs bond expert.  As always, check with a licensed professional before making any decisions that might affect your supply chain.

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The open ocean is a powerful and sometimes unpredictable co-worker.  History has repeatedly shown that even the most artfully constructed oceangoing vessels, piloted by seasoned, expert captains can run into unforeseen trouble on a voyage.  Add valuable cargo into the equation and the situation gets much more complicated. The law of General Average addresses a very important question: Who is liable if there is damage to a ship or the goods it is carrying?

The ocean answers no one; it makes its own rules and can change them on a whim.  A ship’s captain (except in the case of negligence) has little control over the environmental threats the crew, the vessel, or the cargo faces.

Sometimes jettisoning cargo is a necessary action to take in order to save ship and crew.  There is no effective way to determine beforehand which piece of cargo will be jettisoned if there is trouble on the high seas, and there is no way to guess when and/or where that trouble might occur.  Therefore, the risk is spread amongst all the owners of the cargo.

The law of General Average states that the cargo owners share joint liability for all the goods in transit, as well as damage the ship/crew takes on its journey, and any fees associated with returning a crippled ship to safe harbor.

Some marine cargo insurance policies offer General Average protection for cargo owners.  If a General Average situation should occur, the insured party’s portion of the claim is covered.  Without General Average protection, the cargo’s owner is fully liable for their portion of the claim.  Importers and exporters should know whether their marine insurance policy includes General Average protection; if it doesn’t, they may want to consider adding it.

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HS Codes

The Harmonized Commodity Description and Coding System (HS) arose out of a need to communicate a product’s description effectively between diverse countries operating in the global trade arena.  As mentioned in our previous article, “HTS Codes and HS Codes,” a string of numbers is assigned in a specific order to define the attributes of a good that is being shipped with specificity.

This system works similarly to the Dewey Decimal System in that the first numbers in the string offer the most general information, while each number that follows specifies the description further.  Because even a product’s preparation method can mean a difference in how it will be handled by Customs, this highly specific method of describing items is vital to the smooth functioning of the import/export process.

HS codes allow accurate classification of goods regardless of differences in spoken language between trading parties.  The code “0601.90” represents the same good in every country that adheres to the HS standard.  Without a common language like HS codes, international trade would be more difficult to conduct efficiently.

HTS Codes

HTS Codes are vital for anyone bringing goods into the United States.  These codes are based on six digit HS code standards, but include an additional four digits, which specify U.S. duty rates, and provide additional statistical information.

For more detailed information on HS and HTS codes, visit CBP’s website.

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ILA Strike

This issue has been in the minds of nearly everyone in the U.S. global trade community. If this strike goes into full effect, the daily cost to the U.S. economy would be staggering. The amount of commerce that passes through U.S. seaports is measured in multi-billions. The effects of an ILA strike would ripple through the global economy, affecting manufacturers, wholesalers, and retail outfits in the form of lost profits from delayed and re-routed products. Although several negotiation deadlines have passed and been re-set, the most recent deadline is set for late January, and things are starting to look optimistic for a mutually acceptable agreement.

Chinese Solar Panels

Chinese-manufactured solar panels have been a hot topic of debate in 2012 that has spread beyond the borders of the United States of America. The panels themselves, as well as the integral components they are comprised of are at the center of a massive anti-dumping/countervailing controversy that continues to grow. For more information on anti-dumping and countervailing, and specific rulings regarding this case, visit the Customs and Border Protection (CBP), Department of Commerce, and International Trade Administration (ITA) websites.

Russia Joins the World Trade Organization (WTO)

This year was Russia’s first as a member of the World Trade Organization. Although their entry into the WTO was met with some controversy, many also celebrated Russia’s new place in the World Trade Organization. Only time will tell how this new partnership develops, but one thing is certain: it will remain a topic of discussion in the days to come.

U.S.-Columbia Trade Promotion Agreement

In May, a U.S.-Columbia trade promotion agreement was made in order to encourage trade between the two countries. This agreement will have an impact on many industries across the United States. The ITA’s fact sheet on the new trade promotion agreement provides more detailed information.

These are just some of the changes and events the international trade community has seen in 2012; no doubt, there will be many more changes in the new year. As we prepare to dive boldly into the unknown of our future, we would like to wish all our friends, both domestic and abroad, a happy, safe, and prosperous 2013!

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It would be impossible to talk about pirates without mentioning the quintessential parrot-on-shoulder, shiver me timbers, rum-swilling Caribbean pirate of the mid 1600-1800s that everyone knows, and some inexplicably love.  Although they did somehow edge out their successors and predecessors in fame (or infamy), the Caribbean pirates were only a small, albeit memorable generation of a much larger dynasty of piracy.

Pirates have existed for millennia, and if history is an indication of things to come, they will continue to rob, kidnap, and drink well into the future—probably even into space.  For today’s oceangoing public to better understand and mitigate the threat of the pirates, it might help to better understand the history of piracy.

Some earlier mentions of pirates date back thousands of years to the Mediterranean Sea in 1400 B.C., when vessels were attacked by cutlass-wielding bandits.  Illyrian pirates caused trouble even for the mighty Roman Empire, until Illyria was finally conquered in the second century B.C.  Julius Caesar himself was once captured by Cilician pirates and held for ransom.  Of course, in a Ceasar-ly fashion he demanded his ransom be raised.  Once the higher ransom was paid and he was released, Caesar hunted down the pirates that captured him, defeated them, and had them all executed.  So the story goes, anyhow.

During the middle ages, Vikings ruled the high seas.  Their reach was particularly impressive for the time period in which they lived.  Coastal villages and ships across Europe cowered in fear at the thought of a Viking ship approaching.  Even distant Northern Africa was not safe.  The Viking pirate legacy lived on for generations, and despite their lengthy pirate tenure and massive territorial expanse, they were still only one more chapter in the book of Arrrg.

In modern times, ocean-going pirates are still prevalent, hijacking vessels and generally terrorizing the seafaring public.  In fact, piracy is just as alive, perhaps even more alive today than it was in its supposed heyday of the 1700s.  According to an article in Foreign Affairs, in the last decade, pirate attacks on oceangoing vessels have increased threefold to make piracy more prevalent today than it has ever been in recorded history.  For those who make their living from transporting goods across oceans and seas, this is not something to take lightly.  Not everyone has the means or the nerve to take the Julius Caesar approach to a pirate attack, so knowledge and preparation are key.  Keep checking back here for more pirate knowledge and keep your eyes peeled for the Jolly Roger.

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There are many different activity codes associated with US Customs bonds.  Most of these bonds are activity code 1, the importer bond; however, the other types of Customs bonds play an interesting role in global trade.  Below are some of the different types of Customs bond, and their general purpose:

Activity Code 1 – Importer Bond

Activity Code 1a – Drawback Payments Refund

Activity Code 2 – Custodian of Bonded Merchandise

Activity Code 3 – International Carrier

Activity Code 3a – Instruments of International Traffic

Activity Code 4 – Foreign Trade Zone

Activity Code 5 – Public Gauger

Activity Code 6 – Wool and Fur Products Liability Act

Activity Code 7 – Bill of Lading

Activity Code 8 – Detention of Copyrighted Material

Activity Code 9 – Neutrality

Activity Code 10 – Court Costs of Condemned Goods

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Many styles of horseback tour exist, from the lax and meandering to the just-escaped-with-your-life adventure. Rides can be as short as an hour-long jaunt, to weeks-long adventures involving packhorses, tents, found food, nights spent under the stars, and innumerable miles covered. Some Montanans use horses as implements for work, and some strictly for fun. It’s not necessary to be an old hand or a rancher to enjoy a horseback tour; there are many talented guides waiting to share their love of the wilderness with the public.

One important aspect of a horseback tour is the type of horse it is taken on. Just as there are many models of cars, each with their own specific characteristics, strengths, and weaknesses, there are many different horse breeds with their own associated abilities. Each breed of horse compliments a different riding style. Quarter horses are great for ripping up a steep grade at a pace bordering insanity, but tend to wear out on long distance rides, and can’t carry a huge amount of weight. Draft horses are strong enough to tear the rear axle off a truck, but will not be winning any barrel racing competitions.

No matter what style of Montana horse or horseback tour sounds most appetizing, there’s a lifelong memory waiting at the end. The only bad ride was the one not taken.

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Foreign Trade Zones (FTZ) are areas granted a special status by the Foreign Trade Zone board. Within the boundaries of a Foreign Trade Zone, goods imported from another country can be stored without being subjected to Customs duties until entered into the commerce of the United States.  FTZs are located near Customs’ ports of entry and are considered outside of Customs’ territory. Despite the items’ exemption from Customs duty, the United States holds full jurisdiction over the items in a U.S. Foreign Trade Zone. There is no time limit as to how long goods can be held in an FTZ; however, as soon as the goods leave the Foreign Trade Zone destined to enter U.S. commerce, they become subject to full Customs duties and taxes.

An FTZ provides many benefits to businesses operating in the global trade arena. Since duties and taxes on one element manufactured product can be levied at a different rate than the entire manufactured product when it enters U.S. Commerce, manufacturing the product in a Foreign Trade Zone can sometimes reduce the amount of duties and taxes paid to import certain goods. Many organizations, including some automobile manufacturers, take advantage of this unique ability by manufacturing their products within the Foreign Trade Zone.

Along with manufacturing or storing merchandise in a FTZ, another benefit would be entering merchandise into an FTZ under zone-restricted status. When merchandise is entered in zone-restricted status, the goods are considered exported from US Customs territory and cannot be entered into the United States for domestic consumption.

FTZs are highly controlled, restricted access facilities that remain under close CBP supervision. Tight regulation of an FTZ is paramount in order to eliminate the likelihood of misuse and the potential for clandestine operations to abuse the unique status granted to these areas. Foreign Trade Zone Operators are required to hold a surety bond to guarantee their adherence to standards and regulations relating to these zones.

To learn more about Foreign Trade Zones, and how their unique status can affect the import process, consult Customs and Border Protection’s FTZ overview document. CBP’s website serves several similar documents that can be helpful in understanding how Foreign Trade Zones operate.

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Below zero temperatures and genuine white-knuckle driving conditions are significant obstacles to daily living, yet nobody seems to mind much. We just drive slow, and help each other out when it’s necessary. It is a common sight to see a line of cars backed up, with one vehicle stuck ahead, stemming the flow of traffic. Instead of honking horns, the next three drivers in line will usually get out and help push the stuck car out of danger. The palpable menace Montana winter doles out promotes a unique sense of community and we’re-all-in-this-togetherness.

Montana schoolchildren do not know the meaning of snow days. In Big Sky Country, schools don’t close unless it’s so cold the busses won’t start. We all go to work in blizzard conditions, digging our cars out of feet deep snow sometimes twice daily.

As we slept contentedly, Winter began last night. A half-foot of snow fell on parts of the Gallatin Valley, and the temperature dropped below freezing. A small storm in comparison to what Montana is capable of, this first real winter dump has changed the landscape completely. Fall colors, bright sunrises and sunsets turned to the muted greyscale of overcast skies and a white blanket of snow. Streets that were perfectly navigable and safe yesterday have become a network of ice skating rinks. Winter has begun, and we’re happy to see our old friend again; hopefully this year will bring enough snow to protect our beautiful landscape from wildfires.

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A large portion of the U.S. coastline is still suffering from a loss of power and major flooding. Transportation is barely limping along in many areas, triggering a logistical nightmare for people simply trying to get to work or buy groceries. Although a small army of volunteers, residents, governmental agencies, and first responders has contributed momentous effort towards returning the storm-ravaged areas to a relative normalcy, the sheer scale of loss has proven to be a major challenge.

More tragic than the paths of destruction these massive storms carve across cities is the effect they have on residents’ lives. The most heartbreaking side of the storm’s impact is the human loss it has left in its wake. Although no financial disruption can be measured against the incalculable losses suffered by the victims of these events, Hurricane Sandy’s economic impact has been nothing less than disastrous.

Companies on the East Coast have suffered the brunt of Sandy’s far-reaching effects, but the influence is being felt across the country. Businesses that depend on the East Coast ports and the industries they serve have all been watching the recovery effort closely. Customs and Border Protection (CBP) has provided a webpage providing regular updates on the operating status of these vital elements of America’s economic engine. You can visit it here:

http://www.cbp.gov/xp/cgov/trade/trade_outreach/bus_resumption/sandy_status.xml

In these days of chaos, our hearts go out to our friends on the East Coast: to the families who have faced incredible loss, and to the businesses who are doing their best to rebuild and recover.

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Modernizing Trade

A major goal of implementing ACE is to move towards modernizing the administrative side of the trade process by providing a secure and automated environment for commerce to operate within.  ACE is an ongoing project, but many of its capabilities have already been released to the public.  Importers can create an account for their business in order to explore the large number of reports and other functionalities that are available through this new system.

Another objective for the ACE system is to increase efficiency across the board.  It is common for a genuinely efficient system to need some kinks worked out, and for the user to grow accustomed to operating it.   As with any new system or interface, a learning curve will likely be involved, and perhaps even some growing pains.  Just like learning to type for the first time—it might be slower and require extra effort at first, but highly rewarding in the end.  Time will tell how the new system evolves, but there is no question that it’s here to stay.

To learn more about ACE, check out CBP’s ACE at a glance fact sheet, and their deployed capabilities fact sheet.  These documents provide some excellent background on the system itself, and its available functions.

TRG Peak Readers:

Have you experienced the ACE interface in person?  Please comment below to share your experiences with the system and your thoughts on it.

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Russia Joins the WTO

After almost a generation has passed, negotiations progressed to the point at which Russia joined the World Trade Organization.  There are both proponents and opponents of this intriguing new development.  Amid both protests and cheers from Russian citizens and those of other countries, the WTO’s roster expanded to include Russia in August 2012.  Because this is such a new and complicated development, it is difficult to determine what the effects of this deal might be.  Russia’s first dispute since joining the WTO centers on a set of energy rules proposed by the EU.  Regardless of the outcome, this will be a fascinating new development to watch unfold.

Chinese Solar Anti-dumping and Countervailing Cases

Because solar energy, and the products that it is built on have become such a massive worldwide industry, there have been many questions raised as to the fairness of the international solar market.  China and the United States have most notably held disagreements on this subject. The two countries continue to spar over commerce, and tensions do not appear as though they will cool down any time soon.  Although solar energy is one piece of a multi-faceted global trade economy, it is a large enough piece that it has drawn significant attention.  For more background on the U.S./Chinese solar panel row, read the related section on Global Trade Trends Vol 1.

Potential ILA Strike

The International Longshoremen’s Association (ILA) has been threatening a strike for several months now.  Talks between the ILA and the U.S. Maritime Alliance (USMX) have degraded several times with neither party remotely satisfied.  Although several deadlines have passed, no negotiations have successfully solved this issue.  The talks continue, as temporary extensions are granted for further negotiations.  This dispute has many in the global trade community understandably concerned.  Many companies are considering altering their shipping routes in order to minimize the effects of the potential strike.

With all of these new developments in the global trade paradigm, this is an interesting time to be watching the industry.  Those who work close within it are in for a bit more roller coaster riding, but it’s that constant excitement that keeps most of us interested.

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Some exemptions include products that would be impossible to mark, items in danger of being irreparably damaged by the marking process, and original pieces of artwork.  There are more exemptions not mentioned here, and for a more complete list of these exceptions, feel free to consult CBP’s list of exemptions on the Chapter 13 Country of Origin Marking page on their website.

The country of origin marking requirement is why “made in China” stickers and stamps adorn goods imported from China; however, this regulation is not specific to goods imported from China.  The same requirement governs goods imported into the U.S. from any country.

The marking regulation also determines the method of affixing the notice.  For the marking to comply with guidelines, it must be legible, and indelible enough that the end purchaser will be able to view it.  This legible, relatively indelible mark must also be placed in an area conspicuous enough that the end user would easily see and identify it.  For specifics, refer to 19 CFR Part 134.

In today’s globalized economy, marking a product with its country of origin presents a particular challenge because many modern goods are comprised of many other goods, each sourced from a separate country.  So which country should be marked as the country of origin on any given product?  In the United States, 19 CFR Part 102 governs this decision.  To learn more about marking, consult CBP’s website, or ask a global trade specialist.

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Just like any other example of unrestrained beauty, part of Yellowstone’s grandeur is the potential dangers it poses.  There are wild animals at arm’s reach in many areas of the park.  For those foolish enough to pester them, these animals are also at horn or claw’s reach.  There are prismatic pools of multi-colored water that look incredibly inviting, but they’re boiling hot, and not exactly potable.  Slime molds of every imaginable color streak across small streams.  Geysers shoot boiling water into the air in triumphant hissing, bubbling glory.  These dangers are real, but they are small compared to the Yellowstone Caldera.

Yellowstone National Park is a conundrum of attractive displays, wild animals, and raw, untamed nature.  We are proud to call it our neighbor.  Though it is a potential threat to civilization as we know it, it is also the most incredibly beautiful places anyone could ever hope to visit.  If you do get a chance to visit this unique national park, take it.Just like a Greek hero, the park is fantastic enough to garner the respect and admiration of all that encounter it, but equally volatile.   Beneath the ground is one of Earth’s largest super volcanos.  It is the source of Yellowstone’s impressive geothermic displays.  Although it hasn’t erupted in many thousands of years, its sheer power is enough to provoke scientists to monitor it closely.  If it did erupt, the Yellowstone caldera is capable of causing a global catastrophe.

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Usually there’s no need to look forward to it because it’s always just behind the bend.  A popular Montana idiom is that we ordinarily enjoy about 9 months of winter and 3 months of bad skiing.  This year has been anything but ordinary though, and it has many of us wishing for an early snow.  Spring, summer, and fall are generally our reprieve—this year, it’s just the opposite.

Our entire state has been on fire for months along with several of our neighboring states like Colorado, Washington, and Idaho, to name a few.  Residents have lost homes, and many families are still on emergency evacuation notice.  For those of us who own livestock and horses, evacuation is a particularly threatening thought. An immediate evacuation order can sometimes mean one frantic trailer load of animals at maximum, when several loads would be needed to bring them all to safety.  Luckily, community is a vital aspect of everyday living in rural areas of Montana, and neighbors living in unaffected areas are often willing to offer temporary sanctuary for animals endangered by the wildfire.

In Montana alone, there have been about 7 million tonsof emissions from the wildfires this season.  When there’s not a major local fire pumping ash and soot into our crystal blue skies, wind patterns push smoke in from other states.  The thick layer of smoke and soot is creating an extremely eerie and ominous-looking effect of an artificial horizon above the mountains that the now crimson sun sets into.  The unique environmental conditions these fires are creating make for some pretty spectacular photos, but most of us can’t wait for our bitterly cold, spellbindingly beautiful, and generally smoke-free Montana winter.

We’ll skip the autumn leaves and the pumpkins this time in return for some more breathable air.

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Some elements of valuation are not obvious, so it is important to keep up on valuation requirements.  Any dutiable costs must be added as part of the entered value of goods being brought into the country.

There are 5 major dutiable costs that must be added to a shipment of goods’ valuation to avoid receiving a bill from CBP:

Assists – These include any costs related to the implements used to assist in the process of importing the goods into the U.S.  It could be tools, dies, etc.  These costs must be calculated into a shipment’s valuation. Note that engineering and design work undertaken in the U.S. is not an assist, and should be excluded from the dutiable value.

Proceeds – Any additional proceeds from the sale or resale of the goods that the buyer may pay should be accounted for in cargo valuation.  If they are not, it can result in a bill from CBP.

Royalties – This category includes any royalties or license fees that the buyer of the goods is required to pay.  These are considered dutiable costs and must be included.

Commission – Any viable Selling Commissions related to the sale are required to be reported by the importer as part of the cargo’s valuation.

Packing Costs – Packing costs related to the goods being shipped are another factor in valuation.  They must be added to the value in order to accurately determine the duty.

Importers are required to account for these costs in the valuation of their goods, and should verify with their Customs broker or freight forwarder that this is being done.  Although it is the responsibility of the broker or freight forwarder to know these things, it is the importer’s liability if they are not accounted for. Ultimately, the importer is responsible for exercising reasonable care in determining the value of their imported goods. CBP has provided some Informed Compliance Publications on this subject:  The Customs Valuation Encyclopedia, and a document titled Customs Value.  These documents are extremely valuable resources, but as always, importers should always consult a professional before making any major decisions regarding their shipments.

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Radiation Portal Monitors are a tool used by CBP to sniff out radioactive materials before they make onto US soil.  A large number of these machines are installed in ports across the country.  There are plenty of legitimate causes for radioactivity to be detected in a shipment headed into the ports.  Some medical instruments and implements require or emit radioactivity.  The same goes for certain industrial components.  The idea behind having a system like this is to make sure that any container that is emitting radiation should be emitting radiation, and anything: containers, boats, people that should not be emitting radiation aren’t.  Although radiation detection is an important element to CPB’s border security strategy, it is not the only thing being searched for when agents examine incoming shipments/conveyances.

Large Scale Gamma Ray and X-Ray Imaging Systems are another type of system used by CBP to investigate shipping containers, trucks, etc. The system works much like the x-ray you might receive from a doctor or dentist.  By bombarding the subject with powerful rays, CBP agents are able to essentially see through to the contents, and identify anything that looks suspicious.  This could be anything, from explosives to priceless artwork to sarcophagi.

These are just some of the tools that CBP has on hand to make sure proper duties are paid on imports, and that nothing crosses the border that should not.  As time and technology progress, Customs will no doubt have the most advanced technology at hand in order to protect the United States from threats coming across the border. To learn more about CBP’s inspection technologies, take a look at this fact sheet on their website.

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To most who travel in cars, this is the point at which a highway or road really matures into what would be considered a freeway.  Granted, the operation of this particular freeway will be highly orchestrated.  There will be no diamond lane, but with the eagerly anticipated widening of the canal, much larger ships will be able to pass through its locks.  The third lane is nearing completion, and with its completion on the horizon, so are some major alterations in the commercial environment.

What does this mean for global trade?  For one, mega-vessels will have a much more efficient route to bypass the American continents.  Before the widening project, these gargantuan vessels’ hulls were far too large to be accommodated by the intricate lock system.  Some of the world’s largest ships will soon be able to consider the Panama Canal as a viable route to their destination, precipitating a shift in navigational routes.  Packing/unpacking facilities, trucking lines, warehouses, and ports will likely brace for the increased traffic of larger ships.  Global commerce has been forever altered by the Panama Canal once already, and it would seem this is likely to happen again, as the canal grows from a shipping highway to a shipping freeway.

How will this affect your business, and global trade in general?  Speak up, and share your opinions!

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TRG is based in Bozeman, so let’s start with the closest, and work outward:

Bridger Bowl is practically a stone’s throw to the Northeast of Bozeman.  It has been famed for years due to its short lift lines, challenging terrain, and the unique crystalline structure of its “cold smoke” snowpack.  This is a community ski area, and is in fact a non-profit organization.  Generations of powder hounds have raced up Bridger Canyon Drive at the crack of dawn to ensure “first chair” status.  First chair in a ski hill setting is somewhat different than in an orchestra.  The first chair ski/snowboarder is the first to plunk down on the chairlift as it starts for the day, ensuring at least two runs of fresh, untouched snow before the masses drag themselves out of bed.  The culture at Bridger Bowl is unique; it draws countless new converts and local legends each year.

Big Sky Resort is another superb mountain playground close to Bozeman.  Although not as close as Bridger, it is still a relatively short and almost painfully beautiful drive away.  Big Sky boasts a gargantuan amount of vertical feet for its visitors to explore.  The variety of terrain ranges from beginner’s runs, all the way up to the most challenging and steep terrain anyone could ask for.  Driving up to the ski area, visitors will see the Matterhorn-esque Lone Mountain looming countless feet above.  The Big Sky area offers myriad amenities, from shopping to restaurants, to luxury suites and condos.

Moonlight Basin resides right next to Big Sky, in a shadowy section of the mountain range.  The benefits of having a blanket of snow that is impervious to the hardening rays of sun that beat down on other ski areas definitely outweigh the resulting cold.  Moonlight Basin is an excellent ride for the money, and comes highly recommended by locals and visitors alike.

These are just a few examples of the quality skiing destinations that are available at arm’s reach from Bozeman.  Keep reading TRG Peak, where we’ll be discussing cross-country skiing, as well as other downhill destinations a bit further from home.

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