North American Marine Highways (2010) / Chapter Skim
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Pages 12-34
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From page 12... ...
Therefore, the researchers' approach was to isolate the factors within each of these services that would be potentially transferable to a future system of marine highways. An important issue, thus, in this type of study is the lack of successful NAMH models upon which to build substantive recommendations.
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From page 13... ...
Therefore, the shipper must be convinced not only that the NAMH service is viable in the short term, but also in the long term. These shipper considerations were emphasized in a consultant study commissioned by a Canadian carrier to examine the economics of a feeder service on the East Coast that would use a fully amortized vessel.
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From page 14... ...
Tug and Barges (River Type) The inland tug and barge services attempted to date or currently in use utilize conventional deck or box barges to move containers.
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From page 15... ...
This has the effect of limiting the aftermarket and raising the cost of production and purchase. This lack of standardization is another obstacle to vessel procurement for marine highway service.
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From page 16... ...
Because ports and terminals tend to give priority to ocean-going containerships, coastal Lo/Lo ships typically have to allocate 24 h per port call, althoughonly8–12h are required to load and offload cargo. New developments in the design of container feeder vessels, which operate in support of mainline vessels and in short sea trades, focus on speed and size.
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From page 17... ...
The ideal freight run would be 500 nautical miles. Rail Ferry There are two marine highway ventures in existence today that operate as rail ferries.
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From page 18... ...
Furthermore, there is a greater probability of delays with international shipping due to weather, customs, and equipment availability; therefore, ocean carriers value speed and the ability to "make up time." This would apply mainly to feeder services as opposed to purely domestic shipments, where volumes would not be as great and more flexibility would be possible. Vessel Financing New marine highway services -- both Ro/Ro and container vessel-based long-haul services -- would be expected to use publicly owned existing terminal facilities or new facilities financed by state and federal authorities.
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From page 19... ...
Mexus Ro/Ro Ltd. Houston–Tuxpan 1994–1995 Chartered Ro/Ro vessel Protexa Burlington International Galveston–CoatzacoalcosAltamira–Veracruz 1993-1994 4 rail barges, each with capacity of 54 rail cars Sause Brothers Long Beach–Ensenada 1998–N/A Ocean barges Sea Lion Ocean Freight Tampa–Veracruz 1997 Mint Dart, general cargo ship; DWT: 3,194; TEU: 256; speed: 12.5 kn SPM Container Line St.
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From page 20... ...
1999–present 5 container ships, DWT: 20,668–39,420; TEU: 1,172–2,824; speed: 20–23 kn. Ingram Barge Paducah–New Orleans 2006–present Conventional river box barges Linea Peninsular Panama City–Progreso 1984–present 5 general cargo ships, DWT: 3,036–3,145; TEU: 154 each; speed: 11.0–11.6 kn Maybank Industries Port of Charleston to Nucor steel plant 2003–present Shallow draft barges of 2,000–3,000 tons capacity McKeil Marine Sept-Îles–Trois-Rivières Hamilton–Montreal2 3 2005–present 2009–present Alouette Spirit, capacity: 11,500 MT; operates as ATB with tug Wilf Seymour; retractable roof and bow ramp Niagara Spirit, capacity: 250 TEU, 8,500 short tons; operates as ITB New York New Jersey Rail New York Harbor 1983–present 2-290' x 40' carfloats and 1-360' x 41' carfloat, capacity: 10–15 cars each Oceanex Montreal–St.
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From page 21... ...
The federal share of the costs for any project eligible under the FBD program is 80%. Europe has created a program called CREATE3S that brings together some of the lead companies in SSS and ship design with the aim of developing a new generation of short sea vessels utilizing advanced design and manufacturing techniques.
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From page 22... ...
Other former Eastern Bloc countries within the EU show a high percentage of rail shipment, partially a legacy of the rail-centric Soviet planning model that steered these nations for decades. The European definition of "short sea shipping" or "marine highways" includes feedering of international cargo.
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From page 23... ...
Most origin-destination distances for rail shipments are too short to be attractive minus outside subsidies. The Marco Polo program is another EU effort to stimulate modal shifts for freight transportation.
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From page 24... ...
The government of France argues that the current EU-directed pattern of incentives is not robust enough, and direct state support would be more effective in creating and directing a fleet of short sea vessels. The French approach would allow national governments to finance and fully or partially own vessels.
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From page 25... ...
The example set by the new orientation of Marco Polo could be seen as instructive for NAMH in that future programs may need to include other trading partners in the region even if they are not full participants. There is no direct equivalent of the Marco Polo program in North America in which multimodalism is universally incentivized.
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From page 26... ...
Therefore, it is possible that the establishment of a new NAMH service could be seen as a positive development for the trucking community. One of the recurring themes in the literature and interviews is that much of the success of NAMH services will be determined by the willingness of trucking interests to retail the service and partner with the potential operator.
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From page 27... ...
They may find the business even more attractive if ocean carriers continue the current trend of withdrawing from the inland logistics business. Operating Cost Issues Universal Concerns Start-up (initial capital)
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From page 28... ...
In this economic analysis, vessel manpower represents 1% to 3% of the total costs per load of a NAMH Ro/Ro operation. Crew reductions as high as 60% would represent only a reduction in the cost per load of less than 1% to 2%.
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From page 29... ...
In 2004, the vice-president of operations for Apex Marine (who was the chairman of the Short Sea Shipping Cooperative at the time) was quoted as stating "HMT is an identified cost of anywhere from USD 75 to USD 120 on a 20-ft box moving by water." (37)
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From page 30... ...
Regional Concerns Canada. The Canadian policy of total cost recovery for new or expanded customs services is viewed as a serious impediment.
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From page 31... ...
One of the biggest drawbacks to the current Title XI program is that it requires a 1:1 debt-equity ratio. Operational Constraints Universal Concerns Marine operations need a higher volume per shipment than truckers do to be profitable.
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From page 32... ...
Regional Concerns Canada. Although there is no direct equivalent of the Jones Act (described in the following subsection)
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From page 33... ...
Especially for coastal shipping, this difference in the liability assumed by the carrier can be an issue in modal choice. Stakeholder Class Concerns Operators.
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From page 34... ...
Infrastructure Requirements Infrastructure and other requirements potentially include Ro/Ro ramps and facilities, additional drivers, cross docks, chassis pools, rubber tired gantry cranes for Lo/Lo, and yard hustlers. One study indicated that a typical Atlantic port can be prepared to handle Ro/Ro traffic with a $5 million investment.
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