d. 39' 30 X '- ft 15/ s Report on Rail and Marine Tnterface at the Port of New Orleans t^dC± ' \ LL rlH wx: 1 i -^ .<* i« » 25& i r -*r*> 1 -i U *■■ V M*fl tf*> ?>v ► / U.S. DEPARTMENT OF COMMERCE Maritime Administration Report on Rail and Marine Interface at the Port of New Orleans Prepared by Ports and Intermodal Systems Office Maritime Administration Central Region September 1974 For sale by the Superintendent of Documents, U.S. Government Printing Office Washington, D.C. 20402 - Price $1.00 Stock Number 003-007-00057 Digitized by the Internet Archive in 2012 with funding from LYRASIS Members and Sloan Foundation http://archive.org/details/reportonraiOOunit FOREWORD The Maritime Administration is dedicated to the development and maintenance of an adequate, well-balanced, competitive American Merchant Marine. The Office of Ports and Intermodal Systems supports this effort by promoting the utilization of the most modern cargo handling methods and the integra- tion of marine cargo movements with other modes of transportation. A rapid, efficient, economical interface system between the marine carrier and the rail carrier is one of the important factors involved in attaining the effectiveness desired in the total intermodal system. Each of Mar Ad's three regions is undertaking studies of the rail/marine interface systems at prominent container ports in their areas. Their findings will be used in an attempt to determine which interface methods produce the most desired results. Hopefully, these reports will have a positive impact upon future planning of transportation industries and port authorities determined to optimize the interface of various modes servicing the marine containers. The Office of Ports and Intermodal Systems and the Central Region Office welcome inquiries regarding these reports and other ongoing efforts of the Maritime Administration in the field of commercial development and the promotion of the American Merchant Marine. TABLE OF CONTENTS TITLE Introduction 1 Map - Port of New Orleans Entrances 2 Port of New Orleans 3 Map - Container Terminal Locations 5 Rail Terminal Survey 6 Illinois Central Gulf Railroad 6 Louisiana and Arkansas Railroad 9 Louisville & Nashville Railroad 10 Missouri Pacific/Texas Pacific Railway Co. 11 Southern Pacific Transportation Co. 13 Southern Railway System 15 Marine Terminal Survey 16 Delta Steamship Lines, Inc. 16 Farrell Lines, Inc. 19 Lykes Bros. Steamship Co., Inc. 23 Sea-Land Service, Inc. 26 Time-Distance-Cost Table 29 Analytical Summary 33 INTRODUCTION In describing and evaluating the rail/marine interface systems in the Port of New Orleans, this report focuses on the time, distance, and cost in- volved in container interchanges between the rail and marine terminals. In order to better visualize some of the interchange situations, a brief des- cription of each rail and marine facility utilized by American operators is provided. Also included are brief description of the Port of New Orleans and where necessary, area maps to provide the proper context. This study points out those interfaces which are considered productive as well as those which are considered counter-productive. Such objectivity is considered essential if improvements are to be made by marine, rail, port, motor, and other shipping interests. It is the Maritime Administration's belief that through this type of cooperative effort the problems of rail/ marine interfacing can be minimized, if not eliminated. PORT OF NEW ORLEANS ENTRANCES PORT OF NEW ORLEANS The Port of New Orleans is 110 miles from the Gulf of Mexico via the Mississippi River or about 70 miles from the Gulf via the Mississippi River Gulf Outlet. Over 100 steamship lines offer service from New Orleans to all parts of the world. Approximately 5,000 calls are made on the port by merchant vessels each year. There are about 25 miles of public and private wharves and other marine facilities in the area. Serving these facilities are seven trunk line railroads, a Public Belt Railroad System, over 50 truck lines, and more than 100 barge lines, both common and contract carriers. In addition, there are two airports with a total of lU passenger and air freight lines. New Orleans ranks as the second largest port in the United States, both in terms of value and volume of foreign commerce. In total waterborne tonnage the port ranks third in the world. Grain and machinery are the chief ex- ports; coffee is the chief import on a dollar value basis. New Orleans is a major trade center for the mid-continental United States. Cargo moves in and out of the port via a network of 12,000 miles of inland waterways which serves a trade area extending from the Alleghenies to the Rockies and from Canada to the Gulf of Mexico. This trade area encompasses 30 to 1+0 percent of the population, purchasing power, and productive industry in the United States . The nature of New Orleans' traditional cargoes is such that break-bulk facilities continue to play an important role in the port's operations. Still, in the past two years, the use of the container has increased dra- matically. In 1973 the Port of New Orleans handled 9^+,603 empty or loaded containers. Compared to the 63,079 handled during 1972, this represented an increase of 31,521+ containers or 50 percent. 78,107 containers (83 percent of the total) carried cargo in 1973, compared to 1+5,262 (72 percent of the total) in 1972 for an increase of 32,81+5 containers, a 73 percent rise in one year. NEW ORLEANS CONTAINER TRAFFIC* (20-FOOT EQUIVALENTS) 197 3 1972 CHANGE TOTAL : NUMBER % OF TOTAL NUMBER % OF TOTAL NUMBER PERCENT Loaded 78,107 83% 1+5,262 72% +32,81+5 +73% Empty 16,1+96 17% 17,817 28% - 1,321 - 7% Total 9^,603 100% 63,079 100% +31,521+ +50% OUTBOUND : Loaded 1+8, 306 97% 29,096 93% +19,210 +66% Empty 1,250 3% 2,296 7% - 1,01+6 -k6% Total 1+9,556 100% 31,392 100% +18,161+ +58% INBOUND Loaded 29,801 66% 16,166 51% +13,635 +81+% Empty 15,21+6 m 15,521 1+9% - 275 - 2% Total 1+5,0*+ 7 100% 31,687 100% +13,360 +1+2% *Prepared: Stat istics Department , Board of ( Commissioners of the Port of New Orleans The increase in container usage has prompted the Port Authority to build new wharves and renovate existing facilities. Much of this new construction is part of a 30-year improvement program designed to relocate most of the port facilities to eastern New Orleans. This new area, designated Centroport, should contain by the year 2000 eight to nine container wharves, four barge carrier terminals, as well as break-bulk, steel, and special purpose ter- minals. As of September 197^- two of the Centroport container facilities were operational at berths one and five. The France Road terminals are on the Mississippi River Gulf Outlet, not to be confused with the Mississippi River. The outlet is a man-made waterway which stretches from New Orleans to the Gulf of Mexico. Only vessels of less than 75 feet beam and 31 feet 5 inches draft can pass through the Industrial Canal lock, which connects the outlet with the Mississippi River. Specific details about the France Road complex are described later in this report . Various container operations are found on the Mississippi River. Most notable are the complexes found between Henry Clay and Milan Street wharves. Here traditional wharves have been transformed into specialized complexes handling containers, LASH and SEABEE barges, and break -bulk cargo. In summary, two separate container areas, one on the Industrial Canal (France Road) and the other on the river itself, have developed in New Orleans. It is noteworthy that of the four United States container operators serving New Orleans , the full container operations are found at France Road while the combination barge and container or break-bulk and container oper- ators use the Mississippi River terminals. KEY MAP SCALl IN M .ELS PORT OF NEW ORLEANS RAIL/U. S. FLAG MARINE CONTAINER TERMINALS Southern Pacific Transportation Co. Louisiana and Arkansas RR (Kansas City Southern Lines) Nashville Avenue/Henry Clay - Lykes Bros. Steamship Co., Inc Napoleon Avenue/Milan Street Delta Steamship Lines, Inc. Illinois Central Gulf Railroad Missouri Pacific/Texas Pacific Railway Co. Southern Railway System France Road Berths #1 and #5 Farrell Lines, Inc. Sea-Land Service, Inc. Louisville & Nashville Railroad RAIL TERMINAL SURVEY Illinois Central Gulf Railroad The Illinois Central Gulf (ICG) serves 13 states in mid-America with 9,700 miles of trackage. Basically, the ICG runs from north to south along a direct line "between Chicago and New Orleans. The line offers TOFC and COFC service at Chicago, Memphis, and New Orleans. According to company sta- tistics, intermodal traffic has increased 32 percent in New Orleans in the last three years. Illinois Central Gulf's new Intermodal Exchange yard, is generally known as ICG's IMX, located at 301 Napoleon Avenue, near the Milan Street Mississippi River container complex. This terminal is approximately .2 of a mile from the Delta Lines' Napoleon Avenue complex and 1.6 miles from the Lykes Bros.' Nashville Avenue-Henry Clay complex. The terminal lies adjacent to the Cotton Warehouse yard which is an interchange point between the New Orleans Public Belt Railroad and the ICG. The yard handles over 2,500 units per month, of which approximately 15 percent are marine containers. The ter- minal, completed late in 1973 at a cost of over $2.63 million, is capable of handling over 200 trailers per day. Normally, interfacing between the ICG and the various marine terminals is accomplished by dray. The terminal is readily accessible to city truck routes and Interstate Highway 10 via Magazine Street or Tchoupitoulas Street. In a small percentage of movements a direct rail/marine transfer is accomplished. The Illinois Central Gulf Railroad is planning to expand the yard towards Tchoupitoulas Street thus increasing the number of tracks in the terminal. This expansion depends on the future volume of movements through the yard. ILLINOIS CENTRAL GULF DATA ACRES - 16.6 FENCED - Yes SURFACE - Paved ELECTRICAL OUTLETS - No TRUCK SCALES - Yes OVERHEAD INSPECTION EQUIPMENT - Yes MINOR REPAIR FACILITIES - Yes NORMAL HOURS OPEN TO DRAYMEN - h : 00 AM to 7:30 PM, Mora, thru Fri 6:00 AM to 3:00 PM, Sat. TRAILER-ON-FLAT-CAR (TOFC) FACILITIES RAMPS - 2 portable ramps available for back-up use only TTX CAR CAPACITY - See below CONTAINER CRANE CAPABILITY QUANTITY - Two LIFT CAPACITY - 100,000 lbs. each HORIZONTAL REACH - 1 car VERTICAL REACH - 2 containers MAXIMUM CONTAINER LENGTH - kO feet CONTAINER HANDLING CYCLE - 2i+/hour TYPE WHEELS - Rubber TTX CAR ACCESSIBILITY - 72 STORAGE UNMOUNTED CONTAINERS - Variable TRAILERS - 372 o K H < K D O En S3 o CO H o I— I CQ O C3 o < Q O EH H Louisiana and Arkansas Railroad The Louisiana and Arkansas Railroad is a subsidiary of Kansas City Southern Lines (KCS). The (KCS) provides direct service to six states (Kansas, Missouri, Oklahoma, Arkansas, Texas, and Louisiana) covering five Gulf ports (Beaumont, Port Arthur, Lake Charles, Baton Rouge, and New Orleans). At present over 500 containers per month are handled by KCS at its New Orleans terminal . Located at 220 Airline Highway (U. S. 6l) in Jefferson Parish, the KCS yard is approximately seven miles from the Henry Clay-Nashville Avenue container complex and eight miles from the Napoleon Avenue-Milan Street container com- plex. The KCS utilizes two yards for interchange points with the Public TSelt : at night, the Oak Street yard is used, the Cotton Warehouse yard during the day. Interfacing between the KCS and the marine terminals is usually conducted by drayage , with the exception of COFC (container-on-flat-car) shipments which are handled by direct rail/marine interchange. The yard is accessible to the city truck routes and Interstate Highway 10 via Airline Higway-Tulane Avenue and Causeway Boulevard. KANSAS CITY SOUTHERN DATA ACRES - Not applicable - part of 1,000 car yard FENCED - Open SURFACE - Shell ELECTRICAL OUTLETS - No TRUCK SCALES - Yes OVERHEAD INSPECTION EQUIPMENT - No MINOR REPAIR FACILITIES - Yes NORMAL HOURS OPEN TO DRAYMEN - 7:30 AM to 5=30 PM, Mon. thru Fri . TRAILER-ON-FLAT-CAR (T0FC) FACILITIES RAMPS - k TTX CAR CAPACITY - 20 TRAILER STORAGE SPOTS - 200 plus Louisville & Nashville Railroad The Louisville & Nashville (L&N) System operates over 6,000 miles of main line tracks in 13 states connecting the Gulf with the Great Lakes. It links New Orleans with Florida points, the Southeast, East, and Midwest. The L&N is part of the Seaboard Coastline network which encompasses the Louisville & Nashville and other associated lines. The total system operates over 13,000 miles of track and has the second largest T0FC capability in the nation. The L&N terminal, located at 6701 Almonaster Avenue, is commonly called the Gent illy yard. The yard is ap- proximately three miles from the France Road complex, and 10 to 12 miles from the container complexes located on the Mississippi River. It is in close proximity to the Industrial Canal and Mississippi River-Gulf Outlet System. All interfacing with the steamship lines is accomplished through local drayage companies. The facility is readily accessible to the city truck routes and Interstate Highway 10 via Almonaster Avenue and U. S. Highway 90. The interchange point between the L&N and the New Orleans Public Belt is the France Road yard. The Louisville and Nashville Railroad is studying the feasibility of ex- panding the intermodal terminal to 10 acres, paving the total storage area, and installing a crane system which would 'provide future COFC capability. LOUISVILLE & NASHVILLE DATA ACRES - k FENCED - Yes SURFACE - Black top and slag ELECTRICAL OUTLETS - No TRUCK SCALES - No OVERHEAD INSPECTION EQUIPMENT - Yes MINOR REPAIR FACILITIES - Commercial repair company available NORMAL HOURS OF OPERATIONS - 8:00 AM to 5:00 PM, Mon. thru Sat. TRAILER-ON-FLAT-CAR (TOFC) FACILITIES RAMPS - 2 TTX CAR CAPACITY - 26 TRAILER STORAGE SPOTS - 170 REMARK - One additional 13 TTX car holding track available 10 Missouri Pacific/Texas Pacific Railway Co. The Missouri Pacific (MoPac) System covers 12 southern, southwestern, and midwestern states with 12,000 miles of tracks. MoPac trucking subsidiaries are certified to operate over 17,000 miles of highway. The subsidiary which serves New Orleans is the Texas Pacific Motor Transport Co. During the first nine months of 197^, the yard handled over 21,000 con- tainers and trailers. Approximately 30 percent of these units were import/ export marine containers which passed over New Orleans wharves; the other 70 percent were domestic vans or marine containers in commerce between East and West Coast ports. The Missouri Pacific/Texas Pacific (MP/TP) rail container terminal is lo- cated at 138i+ Annunciation Street, close to the central business district and in the heart of New Orleans' traditional shipping area. This is a very centralized location for a rail ramp point in that it is U.6 miles from the Napoleon Avenue-Milan Street complex, and 6.h miles from the France Road terminal complex. Movements between the MP/TP intermodal yard and various steamship lines are usually accomplished by drayage. The yard has ready access to the truck routes and Interstate Highway 10 via Tchoupitoulas Street and Magazine Street. The nearby Race Street yard is an interchange point between the New Orleans Public Belt Railroad and the MP/TP. 11 MISSOURI PACIFIC/TEXAS PACIFIC DATA ACRES - 15 FENCED - Yes SURFACE - Paved and shelled (paving program in process) ELECTRICAL OUTLETS - No TRUCK SCALES - No OVERHEAD INSPECTION EQUIPMENT - Yes MINOR REPAIR FACILITIES - Yes NORMAL HOURS OPEN TO DRAYMEN - 6:00 AM to 6:00 PM, Mon. thru Fri. 7:30 AM to 3:30 PM, Sat. and Sun. TRAILER-ON-FLAT-CAR (TOFC) FACILITIES RAMPS - 8 TTX CAR CAPACITY - 39 CONTAINER CRANE CAPABILITY QUANTITY - One LIFT CAPACITY - 25 Tons HORIZONTAL REACH - 2 containers VERTICAL REACH - 2 containers MAXIMUM CONTAINER LENGTH - UO feet CONTAINER HANDLING CYCLE - 6/hour TYPE WHEELS - Steel TTX CAR ACCESSIBILITY - 6 MOBILE CONTAINER LIFTING TRUCKS QUANTITY - One LIFT CAPACITY - 70,000 pounds MAXIMUM CONTAINER LENGTH - kO feet VERTICAL REACH - 3 containers REMARKS - This piece of equipment is used to service three separate tracks with a total capacity of 18 TTX cars for COFC shipments. STORAGE UNMOUNTED CONTAINERS - 200 (UO-foot or less) with more storage area planned TRAILERS - 600 12 Southern Pacific Transportation Co. The Southern Pacific (SP) provides direct service to 12 states, from Illinois running south to Louisiana then west to California and north to Oregon. Sixteen ports on the Pacific Coast, 10 on the Gulf Coast, and 10 U. S. -Mexican border crossings are served by the system. Since the Southern Pacific container terminal is located in Avondale on the vest bank of the river approximately 0.5 mile off U. S. Highway 90 West, all Southern Pacific containers must cross the Mississippi River to reach marine terminals. Known as the SP Avondale-Piggyback facility, the terminal handles 1,100 to 1,200 units per month, of which 85 percent are domestic piggyback trailers. Of the marine containers handled, about 80 percent are minibridge traffic, but the remaining 20 percent pass over New Orleans wharves Usually, the method of interfacing with marine terminals is by drayage , but a small percentage is accomplished by direct rail. The terminal is accessi- ble to the standard city truck routes and Interstate Highway 10 via the Huey P. Long Bridge or the Greater New Orleans Mississippi River Bridge. The interchange point between the Southern Pacific and the New Orleans Public Belt Railroad is the Cotton Warehouse yard adjacent to the Napoleon Avenue complex. The main building on the terminal houses the Intermodal Division and the trucking company. The subsidiary truck line, Southern Pacific Transport Co. of Texas and Louisiana, drays containers for the railroad and its customers. The Southern Pacific is presently undertaking a construction program which is designed to convert the yard from a T0FC and motor crane C0FC operation to an all purpose T0FC/C0FC operation. Three of the four ramps will be replaced by a rubber tire straddle crane which will service a 38 car track. The storage area will be increased, paved, and marked. 13 SOUTHERN PACIFIC DATA ACRES - 23 FENCED - Open SURFACE - Paved roadways (Shell storage areas) ELECTRICAL OUTLETS - No TRUCK SCALES - No OVERHEAD INSPECTION EQUIPMENT - No MINOR REPAIR FACILITIES - Yes NORMAL HOURS OPEN TO DRAYMEN - 2k. hours TRAILER-ON-FLAT-CAR (TOFC) FACILITIES RAMPS - k TTX CAR CAPACITY - 26 CONTAINER CRANE CAPABILITY (Motor Crane) QUANTITY - One LIFT CAPACITY - 80 tons MAXIMUM CONTAINER LENGTH - UO feet CONTAINER HANDLING CYCLE - 8/hour TYPE WHEELS - Rubber, motor crane used stationary TTX CAR ACCESSIBILITY - 6 STORAGE UNMOUNTED CONTAINERS - 150 UO-foot containers TRAILERS - 250 lU Southern Railway System The Southern Railway System has over 10,000 miles of rails which extend from the District of Columbia to Louisiana and from Illinois to Florida. In 1973 Southern handled over 3,000 containers at its New Orleans terminal, of which approximately 10 percent were marine units which passed over New Orleans wharves. Southern's container terminal, commonly known as the Oliver or Press Street yard, is located at 2952 North Dorgenois Street in New Orleans. It is approximately nine miles from the Mississippi River container complexes and two miles from the France Road terminals. The complex is 1.5 miles from the Public Belt interchange point which is located at the foot of Press Street . Interfacing with the marine terminals is conducted totally via dray. The terminal is accessible to Interstate Highway 10 and the city truck routes by means of Almonaster, Franklin, and Florida Avenues. SOUTHERN DATA ACRES - 15 FENCED - Yes SURFACE - Paved ELECTRICAL OUTLETS - No TRUCK SCALES - No OVERHEAD INSPECTION EQUIPMENT - No MINOR REPAIR FACILITIES - Commercial repair company available NORMAL HOURS OPEN TO DRAYMEN - 6:00 AM to 9:00 PM, Mon . thru Fri . 8:00 AM to 6:00 PM, Sat. TRAILER-ON-FLAT-CAR (T0FC) FACILITIES REMARKS - While the Southern does not utilize ramps, it does store all containers on chassis. For all C0FC shipments, receiving party must provide chassis. CONTAINER CRANE CAPABILITY QUANTITY - One operational and one on order LIFT CAPACITY - 80,000 pounds HORIZONTAL REACH - Two containers VERTICAL REACH - One container MAXIMUM CONTAINER LENGTH - k5 feet CONTAINER HANDLING CYCLE - l8/hour TYPE WHEELS - Steel TTX CAR ACCESSIBILITY - 9 on operational crane track 7 on track under construction for new crane STORAGE UNMOUNTED CONTAINERS - None TRAILERS - 191 15 MARINE TERMINAL SURVEY Delta Steamship Lines, Inc. Of the 11 vessels that Delta operates from the Gulf of Mexico to West Africa, South America, Central America, and the Carribean, three are LASH (lighter- aboard- ship) vessels. In addition to their barge capability, these vessels are fitted with container cells and a container crane. Most of Delta' a con- tainer cargo is carried by the LASH vessels to ports in Jamaica, Venezuela, Brazil, Argentina, and Uruguay. Remaining container traffic is handled in modern break-bulk vessels which offer service to Central America and West Africa. Every two weeks a Delta LASH vessel offloads about 100 20-foot container equivalents and loads about the same. The approximate annual container traffic through the terminal is 6 ,2k0 20-foot container equivalents The Delta Lines container terminal, designated as Napoleon Avenue "C", is on the Mississippi River near the Public Grain Elevator. A high degree of car- go handling flexibility is essential to Delta's varied services. LASH barges are worked at the adjacent Milan Street wharf while containers and break- bulk cargo are handled at the Napoleon Avenue site. The yard is readily accessible to city truck routes and interstate highway via Magazine Street or Tchoupitoulas Street . It is logical to presume that Delta could sustain about a 25 percent in- crease in container volume without straining the present facilities or encroaching upon its break -bulk or LASH operations. Consideration is being given to the purchase of a 80,000 pound Hyster. 16 DELTA DATA NORMAL INTERFACE METHOD - Motor carrier NORMAL HOURS OPEN TO DRAYMEN - 8:00 AM to 5:00 PM, Mon. thru Fri (After hours, Sat. and Sun. by appointment ) SERVED BY PUBLIC BELT RR - Yes CLOSEST RR CONTAINER TERMINAL - .2 miles to ICG SITUATED ON - Mississippi River WATER FRONTAGE - 1,375 feet DEPTH ALONGSIDE - 36 feet CONTAINER STORAGE ON CHASSIS - Most UO-foot containers ON GROUND - Most 20-foot containers AREA - 2.81+ acres CHASSIS SPOTS - 50 UO-foot chassis GROUND CAPACITY 20-FOOT EQUIVALENTS - 26l STACKED - 3 containers high CONTAINER STORAGE EQUIPMENT OVERHEAD CRANE - None MOBILE CONTAINER LIFT TRUCKS One 26.5 ton Hyster Two 25,000 pound Hysters Fifth Wheel Tractors - Normally two, hydraulic TOP INSPECTION EQUIPMENT - None TRUCK SCALE - No ELECTRICAL OUTLETS - 18 SHIP LOADING CRANE TYPE - ships ' equipment CYCLE - 20 units/hour (LASH ships) MINOR REPAIR FACILITY - Yes IT fe > o O w HI En En < (J CO CO > CO a < EH H Q 18 Farrell Lines, Inc. Public Berth No. 5 J. Young & Company, Inc. - Terminal Operator Farrell Lines serves the Port of New Orleans with a total of four full container vessels of the Austral-class. A Farrell vessel engaged in the Australia/New Zealand service calls on the Port of New Orleans approximately once every two weeks. Farrell is presently handling more than 5,000 20-foot equivalents through the port annually, including import and export containers Farrell Lines recently moved its container operation from the Henry Clay/ Nashville Avenue complex to the new public container facility at 3501 France Road, Berth No. 5» becoming the first ocean carrier to utilize the new fa- cility on a permanent basis. Combi Line, which is a combination of Hapag- Lloyd and Holland American Line, also uses this berth providing bi-weekly container service between New Orleans and Northern Europe. The complex "has easy access to Interstate Highway 10 as well as all the authorized city truck routes via France Road, Almonaster Avenue, or Poland Avenue. Berth No. 5 is designed for full container ship operations; however, automobiles, tractors and other storage cargoes are handled at the wharf when it is not being utilized for containers. 19 FARRELL DATA Public Berth No. 5 NORMAL INTERFACE METHOD - Motor carrier NORMAL HOURS OPEN TO DRAYMEN - 8:00 AM to k : 30 PM, Mon. thru Fri . (After hours, Sat. and Sun. by- appointment ) SERVED BY PUBLIC BELT RR - Yes CLOSEST RR CONTAINER TERMINALS - 2 miles to either Southern or L&N RR SITUATED ON - Mississippi River Gulf Outlet and Industrial Canal WATER FRONTAGE - TOO feet DEPTH ALONGSIDE - 36 feet CONTAINER STORAGE ON CHASSIS - 20 or UO-foot containers ON GROUND - 20 or 1+0-foot containers AREA - 29 • 6U acres total; 15 acres marshalling TOTAL CAPACITY 20-FOOT EQUIVALENTS - 1,650 STACKS - When stacked, 2 containers high or 3 high when required CONTAINER STORAGE EQUIPMENT Overhead crane - None Mobile container lift trucks Two Clark 65,000 lb. for 20 and 1+0-foot containers One Clark 50,000 lb. for 20-foot containers Fifth Wheel Tractors - 5 TOP INSPECTION EQUIPMENT - Yes TRUCK SCALE - Yes ELECTRICAL OUTLETS - 60 (120 planned) SHIP LOADING CRANE Type - Paceco "MACH" Portainer, U0 tons Cycle - 60/hour MINOR REPAIR FACILITIES - Yes 20 PRELOAD FOR FUTURE EXPANSION HEAVY DUTY ASPHALT PAVING < Q : < i < CO : < i Z o : : z i 5 : S < • O * 9 ; — 1 : 2* o z : O £ : g : *"" R.R SERVICE TRACK TERMINAL PARKING AREA TERMINAL MAIN ENTRANCE i l llllll l l l l l lll l l ll l l l l llll ll l l llll l l l ll l l l lllllllll W FRANCE ROAD PUBLIC BERTH NO.. 5 21 I o w EH K S o En EH O pq H I x d Oh K S Eh O K o W pq K H Pn S O H Eh Eh O O O « O P>H 22 Lykes Bros. Steamship Co., Inc. Lykes operates a total of kl vessels serving Northern Europe, United Kingdom, the Mediterranean, the Orient, Africa, and the west coast of South America with liner service from the Gulf. Thirty-eight of the vessels carry com- binations of break -bulk, bulk, and containers. The other three are SEABEE vessels. Conceived separately from the LASH concept, these large vessels carry special barges and containers only. In 1973 Lykes carried over 18,000 containers. This was a 100 percent plus increase in container traffic over the past three years. A minimal number of containers also are carried on those lines which use Lykes as general agent, namely American Export Lines, C.N. A.N. (Algerian Line), and Puerto Rico Marine Lines. The Lykes terminal, situated on the Mississippi River at the Nashville Avenue- Henry Clay complex of wharves, is leased from the Board of Commissioners for the exclusive use of Lykes Bros. The basic shipside container loading and offloading process is conducted at the Henry Clay wharf complex. The main marshalling yard is on the city side of the roadway, opposite the Henry Clay wharf. The terminal must be approached from Nashville Avenue via a roadway which goes under the Public Belt and ICG rail tracks , then runs parallel with the wharves. The authorized city truck routes and Interstate Highway 10 are easily accessible via Tchoupitoulas or Magazine Streets. As Lykes does not operate full container ships , the cargo operation at the wharf is usually mixed activity involving containers, SEABEE barges, and general cargo. 23 LYKES DATA NORMAL INTERFACE METHOD - Motor Carrier NORMAL HOURS OPEN TO DRAYMEN - 8:00 AM to 5:00 PM, Mon. thru Fri . (After hours, Sat. and Sun. by appointment) SERVED BY PUBLIC BELT RR - Yes CLOSEST RR CONTAINER TERMINAL - 1.6 miles to ICG SITUATED ON - Mississippi River WATER FRONTAGE - 8U2 feet DEPTH ALONGSIDE - 36 feet CONTAINER STORAGE ON CHASSIS - Containers are placed on chassis prior to pick up ON GROUND - Most containers are stored on ground AREA - l.^h acres CHASSIS SPOTS - 350 GROUND CAPACITY 20-FOOT EQUIVALENTS - 1,600 STACKED - Maximum 5 container high when empty Maximum k container high when loaded CONTAINER STORAGE EQUIPMENT OVERHEAD CRANE - Clyde 50 ton, 135 feet span MOBILE CONTAINER LIFT TRUCKS - Two 25,000 pound Lift Machines One 57,000 pound Top Loader Fifth Wheel Tractors - 5 TOP INSPECTION EQUIPMENT - Ladder (Overhead mirrors planned) TRUCK SCALE - No (Container weight indicator on Overhead Crane) SHIP LOADING CRANE TYPE - Motor, 300 tons Motor, 90 tons Motor, 60 tons CYCLE - 6-9/hour MINOR REPAIR FACILITY - Yes 2k o K W u w o o Eh O P >H 1-3 o Eh O 25 Sea-Land Service, Inc. Sea-Land Service and its subsidiary, Gulf Puerto Rico Lines, operate a total of four vessels, which normally call at the Port of New Orleans offering full container service. Sea-Land provides bi-weekly service between New Orleans and Houston to Northern Europe and the United Kingdom. Gulf Puerto Rico Lines provides service every 11 days from New Orleans and Mobile to Puerto Rico with connecting service to the Carribean. Sea-Land's present total volume in the Port of New Orleans for export and import is approximately 35 » 000 units per year. This figure includes both U0 and 35-foot units. The Sea-Land container terminal is situated at 2700 France Road, Berth One, which is on the west bank of the Industrial Canal near the intersection of France Road and Florida Avenue. Interstate Highway 10 and all the authorized city truck routes are easily accessible via France Road, Almonaster Avenue, or Poland Avenue. The terminal was dedicated on December 10, 1973, but had been in operation for over a year at the time of the public ceremony. Sea- Land leases Berth One from the Board of Commissioners of the Port of New Orleans for its exclusive use. 26 SEA-LAND DATA NORMAL INTERFACE METHOD - Motor carrier NORMAL HOURS OPEN TO DRAYMEN - 8:00 AM to 5:00 PM, Mon. thru Fri. (After hours, Sat. and Sun. "by appointment) SERVED BY PUBLIC BELT RR - Yes CLOSEST RR CONTAINER TERMINAL - 2 miles to either Southern or L&N RR SITUATED ON - Mississippi River Gulf Outlet & Industrial Canal WATER FRONTAGE - 830 feet DEPTH ALONGSIDE - 36 feet CONTAINER STORAGE ON CHASSIS - All containers are stored on chassis AREA - Total 33 acres CHASSIS SPOTS - 1,289 CONTAINER STORAGE EQUIPMENT Mobile Container Lift Trucks Fifth Wheel Tractors - ik TOP INSPECTION EQUIPMENT - Catwalk, mounted on a pickup truck TRUCK SCALE - Yes ELECTRICAL OUTLETS - 120 SHIP LOADING CRANE NUMBER - Two TYPE - Paceco, 30 tons CYCLE - 25 containers per hour each MINOR REPAIR FACILITY - Yes 27 o CO p CO o En ffi pq 9 o K W o fe 28 TIME-DISTANCE-COST TABLE The data contained in the Time-Distance-Cost Table was derived from samplings of non-regulated truck lines in the port which handle a considerable container volume. Emphasis was placed upon the non-regulated carriers since they conduct the majority of the container interfacing in the New Orleans area. Each statistic in the table is an average of those times, distances, and costs obtained from the carriers contacted. The times and distances shown are the mean products of the distances and transit times experienced by the motor carriers over the normal routes traveled between the container complexes. There are several factors which will cause the route taken by the carrier between complexes to vary: 1. Preference of the truck line 2. Preference of the driver 3. Traffic conditions dependent upon the time of day k. Size of the container carried There are many different systems used by the truck lines to calculate rates for container transfer between terminals. Some of the major factors which are used to determine rates are: 1. Type of load 40-foot container, 20-foot container, loaded container, empty container, bare chassis, bob tailing 2. Distance between terminals 3. Transit time between terminals h. Delay time at the terminals involved, based on past experience 5. Container weight The basic operating cost of the individual truck line determines the foundation for that company's rate. The rates shown in the table are based on a one way drop ignoring such factors as container size, weight, etc. listed above. Some shippers prefer the services of the railroad-owned truck lines, because the management of the railroad, container yard, and truck line is combined, and better coordination generally results. The rail-owned truck lines in New Orleans, as elsewhere, are generally higher in cost than the local drayage companies. 29 NAPOLEON AVENUE/MILAN STREET DELTA STEAMSHIP LINES, INC. Illinois Central Gulf Railroad Missouri Pacific/ Texas Pacific Railway Co . Southern Pacific Transportation Co. Louisville & Nashville Railroad Louisiana and Arkansas Railroad Kansas City Southern Lines Southern Railway System Transit Between One -Way Times Terminals Cost (Minutes) (Miles) (Dollars) 5 0.2 $22.9^ 13 3.2 $28.09 65 38 33 13.5 11.2 8.0 3U 8.2 $30.84 $28.26 $26.79 $26. 3U 30 NASHVILLE AVENUE/HENRY CLAY LYKES BROS. STEAMSHIP CO., INC. Illinois Central Gulf Railroad Missouri Pacific/ Texas Pacific Railway Co. Southern Pacific Transportation Co. Louisville & Nashville Railroad Louisiana and Arkansas Railroad Kansas City Southern Lines Southern Railway System Transit Between One -Way Times Terminals Cost (Minutes) (Miles) (Dollars) lit 1.6 $28.09 21 k.6 $23.76 58 U3 37 12 12.1 7.0 $29.68 $29.09 $26.36 1*2 9-7 $26.3^ 31 FRANCE ROAD BERTHS #1 & #5 Illinois Central Gulf Railroad Missouri Pacific/ Texas Pacific Railway Co. Southern Pacific Transportation Co. Louisville & Nashville Railroad Louisiana and Arkansas Railroad Kansas City Southern Lines Southern Railway System FARRELL LINES, SEA-LAND SERVICE. INC. , INC. Transit Times (Minutes) Between Terminals (Miles) One-Way Cost (Dollars) 50 8.5 $26.26 Uo 6.k $26.26 80 IT kl 18 3.1 8.5 30 1.7 $32.76 $23.51 $26.08 $22.9^ 32 ANALYTICAL SUMMARY Time, distance, and cost are the keys to the interchange of containers "between railroad and marine terminals in any port, New Orleans included. These factors are "basically a function of the port's geography and the equipment and people available to conduct the interchange process. The people who make up the New Orleans shipping community are as knowledgeable as any in the world. They have the advantage of being able to learn by the mistakes of others who pioneered the container industry, while integrat- ing the container system into the unique cargo flow that passes through the port. It is unlikely that such combined expertise in "bargeships, container- ships, bulk ships, and break -bulk vessels can be found in any port of the world. The preceeding pages have been devoted to the individual equipment , the various geographical elements, and the averages of time, distance, and cost. Combined, they present a picture of a port growing and improving. The interchange of containers between the railroad and marine terminals is primarily done by motor carriage. Local non-regulated drayage companies do the vast majority of this work. It is considered that there are enough companies with sufficient equipment in the market to maintain reasonable costs. While ICC (interstate Commerce Commission) regulated truckers do engage in some local drayage, they are generally more expensive and, as is found elsewhere in the country, normally do not solicit such business. It should be noted that there are some non-regulated subsidiaries of ICC carriers . Two railroads have company-owned truck lines. Although these truck lines generally charge higher rates than the non-regulated carrier, many customers prefer their services. In all cases interface costs in New Orleans compare favorably with those found in other ports, both in the Gulf and on the Atlantic and Pacific coasts. The rates listed in this report were current at the time of the survey (March 197M • However, the inflationary problems of the economy in general have affected the trucking industry, and readers can expect cost increases by the time this report is published. The New Orleans Public Belt Railroad serves all of the facilities listed in the study, but carries only a minor portion of the containers interfaced in the port. The management of the Public Belt is interested in increasing their share of this traffic. New Orleans is a compact city. Although there are numerous small marine operations scattered throughout the city wharves, the major marine complexes are situated in two distinct areas. Those located near the center of the city are on the Mississippi River between the Henry Clay and Milan Street wharves. These are combination LASH, SEABEE, and container terminals which have been renovated, having previously been strictly break -bulk operations. The U. S.-flag operators using these terminals are notably combination con- tainer/barge carriers. Break-bulk operations are still very important at these complexes since these carriers also operate modern break-bulk vessels. 33 The all-container U. S.-flag operators utilize the France Road complex located on the eastern edge of the city and served by the Mississippi River Gulf Outlet. Automobile carriers also use this terminal. The distance between the Mississippi River and the France Road terminals is approximately 10 miles. Six railroads bring containers to their ramp points at separate yards in various locations throughout the port. None of these rail ramp points are adjacent. Three ramp points use cranes, and one uses cranes, lift trucks, and ramps. The remaining ramp points are roll on/roll off systems which handle TOFC shipments only. The railroad terminals are scattered across the port from the eastern to the western edges of the city. The minimum distance between a rail terminal and a marine terminal is 0.2 of a mile and the maximum distance is 18 miles. Due to the differences in distance between the various marine and rail terminals, the time of transit between these facilities ranges from 5 to 80 minutes . Basically, the road arteries between the various terminals are good, but they may become congested during rush hours. The comment is frequently made that terminals on the Mississippi River suffer because of congestion on the adjacent streets. However, traffic generally moves quite freely through this area with the exception of commuting hours. One cause of motor carrier delay at the riverfront terminals is the necessity to transit rail crossings when entering some of the terminals from the city streets. This is especially true during car switching activities and the passing of long trains. Whereas the connecting streets to the river terminals are adequate for the present volume, they will eventually become a limiting factor to the growth of container flow unless improvements are made. The France Road terminals are basically approached by either the Poland Avenue-France Road route, the Almonaster Avenue route, or by Interstate Highway 10. During non-rush hours traffic moves quite freely on this high- way. The most formidable bottlenecks found in delivering a container to France Road occur between the point when the vehicle leaves 1-10 until it gains access to France Road proper or at the bridge which crosses the Industrial Canal when using the Almonaster Avenue route. The yards of two rail carriers are on the west bank of the Mississippi River. Since almost all marine terminals are on the east bank, TOFC and COFC shipments must be transported across the river. One of these carriers rails the containers across the river to a ramp point on the east bank. The other rail carrier deramps the containers on the west bank yard, then drays them to the marine terminals either via the company-owned truck line or a drayage company. Since the number of bridges across the Mississippi River is inadequate, a delay potential always exists. 3U Usually, the delays experienced while the equipment is in transit between terminals are minor. The major delays appear to occur at the terminals. The drop off or pick up time for a drayed container at those complexes listed in the report ranged from a minimum of 18 minutes to a maximum of 70 minutes. Draymen report that, with few exceptions, the in/out delays incurred at the marine terminals are longer than delays at the rail ter- minals. A drayman will experience less in/out delay at those terminals which: 1. Have sufficient marhsalling and storage areas with marked off and lettered/numbered storage spaces. 2. Attempt, when practical, to have the container mounted on a chassis prior to the arrival of the drayman. 3. Have acquired the proper equipment necessary to rapidly mount and demount the container. h. Have an in/out gate manned by trained terminal personnel who have easy access to the dray. 5. Explain to the drayman exactly where the equipment is stored in lieu of giving him a set of numbers and telling him to locate the unit. 6. Use specialized personnel to carry out the equipment inspection process. 7. Have designated areas for minor, on the spot repair so that damaged equipment can be pulled out of the in/out line, thus maintaining an even flow of traffic. 8. Provide a covered inspection area which permits equipment inspection during inclement weather. 9. Operate the terminal on extended or 2U hour basis. Both the rail and marine terminals experience difficulties stemming from the absence of a standard documentation system, and standard procedures for equipment inspection, and the lack of a workable agreement concerning equipment repair. These deficiencies generate many problems for the drayman who is usually confronted with a different system of operation at each ter- minal . It is significant that each terminal listed in the report is either studying or has commenced new construction. Modern equipment is on order or being evaluated. This would indicate that the involved parties, together with the Board of Commissioners of the Port of New Orleans, are moving forward to establish New Orleans as a major intermodal port. 35 GPO 885-468 PENN STATE UNIVERSITY LIBRARIES A00Q07ieb503H