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Carriers faced with the likelihood of a steep decline in earnings are taking many steps to mitigate losses.Spot rates in container shipping markets have weakened substantially despite an increase in blank sailings by carriers, while the volume of idle capacity in the world boxship fleet continues to grow.Carriers, faced with the possibility of shrinking revenue and increased losses, have opted to cut their rates with the Shanghai Containerized Freight Index on the Shanghai Shipping Exchange showing significant declines.The SCFI index, which resumed operation on February 14, showed Asia-Europe rates fell more than 12% from the pre-holiday level on January 23, and transpacific rates slid 6-8%. Several Chinese cities are still not allowing office and factories to reopen following coronavirus outbreak meaning production and sales have suffered.Carriers have tried to cope with the virus-led fall in cargo demand by withdrawing sailings. The Sea-Intelligence consultancy recorded 25 extra void sailings on the trans pacific trade last week, up from 21 a week ago. This is in addition to the 61 cancellations resulting from the original New Year holiday.On Asia-Europe trade, the tallies are 22 versus 10 over the same period, plus 44 blanked sailings driven by the Chinese holiday.The blanked sailings, as well as delays to scrubber retrofits, have had the knock-on effect of increasing the number of idle vessels in the world containership fleet.New figures from Lloyd’s List Intelligence show that from the end of January, the total amount of idle capacity stood at 326 vessels, comprising 757,478 teu, representing 3.4% of the global fleet.Please note: TEU stands for Twenty-Foot Equivalent Unit which can be used to measure a ship's cargo carrying capacity. The dimensions of one TEU are equal to that of a standard 20′ shipping container. 20 feet long, 8 feet tall. Usually 9-11 pallets are able to fit in one TEU.This was already up from 3.2% at the start of the month, as the normal seasonal reduction in demand began to see idle numbers rise. But in the past two weeks that number has increased again, with 834,198 teu, or 3.7% of fleet capacity, now unemployed.Alphaliner noted this week that a number of carriers have already announced further blank sailings in the coming weeks and forecast that this could push the inactive fleet capacity to more than 1.6m teu, with all ship sizes above 1,000 teu negatively impacted.The extent to which coronavirus has already been factored into the earnings potential of major carriers is likely to be revealed in the coming days as container lines Maersk and Hapag-Lloyd release their outlooks for the year ahead.Containers stacking upThe situation with idle fleet capacity is exacerbated by the large number of ships undergoing retrofits in Chinese shipyards, or waiting to enter them, which are likely to be further delayed by labour shortages.A lack of workers is also seriously affecting port operations in China, with containers stacking up at a number of ports due to a lack of truck drivers returning to work following the holiday.Due to the coronavirus effects, lots of containers have been stuck at the Ningbo-Zhoushan port, seriously affecting foreign trade and port operations. In an attempt to alleviate the situation, a compulsory 14-day quarantine period will be removed for non-local drivers from regions deemed with low virus risks as part of the package of solutions to the problem, according to the document.The aim is to bring 3,000 drivers back on the roads by February 23, and to double that number by the end of the month and resume normal operations at the port.Carriers are responding to the situation by imposing surcharges on reefer boxes going into certain Chinese ports. For example, Ocean Network Express (ONE) has imposed a $1,000 per container congestion surcharge on reefer boxes going into Shanghai and Xingang in Tianjin, effective immediately.The Japanese carrier explained that due to the slow inbound container pick-up activity caused by the outbreak of the coronavirus and the extension of the Chinese New Year holidays, Xingang and Shanghai in particular, as well as some other Chinese terminals, are facing a serious shortage of available reefer plugs.CMA CGM and its APL unit have imposed a $1,250 surcharge for reefers for the two ports, as well as Ningbo. German carrier Hapag-Lloyd also announced that it was adding a global $500 per teu surcharge for reefer boxes destined to China.LNG cargo diversionsFinally, up to 20 liquefied natural gas (LNG) cargoes may be forced to divert to new destinations between now and the end of April, as China cancels deals on reduced demand.LNG shipments to China are expected to fall by 1.3m tonnes alone in February, equivalent to about 20 cargoes, which will be followed by smaller decreases in March and April, according to estimates from ship brokerage and advisory firm, Poten & Partners.Reports suggested that China National Offshore Oil Corp has invoked force majeure on contracts with three suppliers, namely Shell, Total and Qatar Gas.Ref: From the News Desk: How is the coronavirus affecting shipping?

I don't know entirely for sure, but the BAR Bereau of Automotive Repair can help… Sometimes.As a college student in 2001, I had a transmission badly damage itself when I resumed the cruise control. It accelerated and bang, it would only move forward in reverse. Had it towed to Budget Transmission in Riverside, CA on Third Ave. I signed a “blank work order” form, (naive college kid needing my car), that was supposed to just be a diagnostic check, I already knew the transmission was gone.My parents and I, 250 miles apart Called around pick-a-parts, 2nd hand shops, etc to find a fairly rare Fwd transmission. With luck we found one from a wrecked police cruiser, for $800 as opposed to $1,800 rebuilt, or ~$3000 new. So we had that lined up and we called Budget Transmission, to tell them we found one to put in, they had said that they (4 days later) had already replaced the transmission with a new one for $2800-$3000 out the door. This was a problem because I had tow already in route from my home town for $250 vs a normal $800 250 mile tow. They said I needed to pay the money to get my car back. So my hometown transmission shop said they would ship the transmission to riverside.Budget told me that it was illegal (LIE) to put in another transmission from a customer, it had to be theirs. So immediately I called my hometown shop and they read word for word the “law” that it would not be warrantied for workmanship and parts, but otherwise fine. So I went to budget in person with the tow driver, and a fight almost broke out. They demanded I pay or they would back charge me for storage fees, double the labor, and I demanded to see my original transmission along with the “new” one. Thy opened up a cabinet reninecient of jiffy lube scams with a transmission, then shit the door. I looked at the new one, not new at all (they did have about 190 cars in there back junk yard area. So they were flat out demanding $3,000 to take the car or charge me $3000 for storage, so they were basically holding my car hostage.The tow truck driver said for me to call the BAR to resolve this. He said he would stay the night because he needed sleep anyway. So I Called the BAR and Budgets attitude changed a little bit when I had them on speaker. Essentially the blank sheet worked in my favor because I kept the original. They added all kinds of stuff after the fact. So essentially the Bar said that if they return the car to the original condition, it should be no charge as nothing was agreed upon. They were pissed and still charged me $800 to which the Bar said to write “signed under duress due to a hostage or hostile car hold”, they would then investigate.About two weeks later the Bar called me to investigate and they had said that I walked in and demanded they fix the transmission that day and I was aggressive, and a terrible customer and said I'd burn down their building. Obviously, no truths were told by them. I told them that I would let them know when/if I got a transmission that I would let them know after the diagnosis. I had my hometown transmission shop back my (true) version, along with the tow driver, my parents, and the other auto parts store. Although I did flip off the guy as we were driving off and told him to f—k himself and that I hope lighting strikes his ass and his building collapses on him with him in it, not close enough to be me saying I'd burn his building Down.At the end of this long story, the BAR said that I should take him to small claims court, and I would win or he would settle, but that the cost would probably be about the same as the $800 I had forfeited to them already, so it would be no win for me, and really no loss for Budget.As a truly odd coincidence, about ten years later I went back to visit friends from college, and the place looked like it was closed Down, for a while, and it had looked like there was fire damage to part of the building. No, I didn't have anything to do with it, but I'm 100% sure they had many pissed off customers.

That’s a pretty vague question to answer. Keep in mind that when compared to the Armed Forces, the Federal Government employs civilians in equivalent positions that match almost every non-combat arms “MOS”. Remember, the civilian federal government has hundreds of job series (equivalent to what the military calls MOS’s) - everything from veterinarians to truck drivers; engineers to boiler techs; or Special Agents to Doctors. So when you ask the question ‘what are the best MOS’s to carry over to the feds?’ - the answer is literally “EVERY ONE OF THEM.” You just have to find the agency that employs that particular MOS in a equivalent civilian “series”.Honestly, as a combat arms specialist, you are going to have a harder time equating your skills to a similar GS series job than a combat service support soldier would. There are thousands of engineers, supply clerks, mechanics, drivers, etc in the civil service that service support soldiers can equate to, but there’s just not a whole lot of need within the federal government for a trigger puller who lists his experience as being the subject matter expert in reconning forward of the battle area. Sorry to burst any bubbles, but the Feds don't necessarily see the need for, nor want a trained killer with no specific “civilian” skills. They need a admin specialist who can type 60 wpm or need a patent attorney with a law degree. That’s the bad news.Now to get to the good news and positive points of this response - there are indeed SOME positions within the feds that your skills may be beneficial. Certainly, if you are applying to be a paramilitary operator at CIA or NSA, you are going to find yourself at the top of the recruiting list. However, that’s a very limited field. What you are more likely to find are jobs that have SOME of the things you learned as a ranger, such as intelligence specialists, linguists, or foreign service officers, etc that match some of your specific skills gained while a Ranger. I’m guessing you probably have no law enforcement experience if you’ve been in the Army since HS or college, but some series of jobs, particularly intelligence related jobs or even federal Law Enforcement Officer jobs (found in 72 different federal agencies) often specifically recruit prior military, or at least give them a slight leg up over non-military applicants.What you should determine first is what you WANT to do, then let your experience as an officer or an NCO speak for itself - in the form of leadership and project management. THAT’s where you have the advantage over your non-military counterparts and can compete for jobs in any job series based on those skills. Sure, if you aren't a lawyer, you can’t apply to be a US Attorney, but your leadership and management skills learned not just in the Rangers, but in the military itself, will come into play for jobs not requiring specific certifications across the board. THAT’s where you sell yourself in interviews and resumes.Do yourself a favor and go into The Federal Government's official employment site and simply search for a geographical area you think you’d like to work (for instance, “VIRGINIA” or “CALIFORNIA”). Leave the position, description or other descriptors blank and just hit the search button. That will give you an idea what government jobs are immediately available in your area at that moment. Review it over a period of a few weeks or months. Start scanning the different job duties, prerequisites and details for available jobs and see if there’s anything you like. You might then be able to better narrow down what interests you and what type series jobs you might want to keep an eye out for in the civil service sector.If you eventually determine the specific government job or series you want to pursue, then use the search term, but leave the location blank. Be willing to relocate to get it. Sell yourself in a civil service interview by highlighting your project management and leadership skills, as well as other skills such as language, IT, etc, while downplaying your kung fu fighting skills and camouflage techniques. Those just don't sell you unless you are applying for that paramilitary operator job I noted above. It’s hard to get your foot in the door, and you’ll have to be willing to relocate on your own dime for your first job in many cases if you really want to land it, but once you've done so, transfers are much easier to come by than first getting your foot in the door. Good luck!