A UNITED STATES 
 DEPARTMENT OF 
 COMMERCE 
 PUBLICATION 
 
 **« TO 'Cc, 
 
 39,3J>3.:£- '3/3 
 
 REPORT ON 
 RAIL AND MARINE INTERFACE 
 
 AT THE 
 
 PORT OF BALTIMORE 
 
 U.S. 
 
 DEPARTMENT 
 
 OF 
 
 COMMERCE 
 
 Maritime 
 Administration 
 

REPORT ON 
 RAIL AND MARINE INTERFACE 
 
 AT THE 
 PORT OF BALTIMORE 
 
 NOVEMBER 1973 
 
 U.S. DEPARTMENT OF COMMERCE 
 Frederick B. Dent, Secretary 
 
 $ MARITIME ADMINISTRATION 
 
 £ Robert J. Blackwell, Assistant Secretary 
 
 £ for Maritime Affairs 
 
 to 
 
 i 
 
 a Prepared by 
 
 $ Ports and Intermodal Systems Office 
 
 Maritime Administration Eastern Region 
 
 For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402 
 
 Price 50 cents. 
 
FOREWORD 
 
 The Maritime Administration, through the programs of the Office of Ports and 
 Intermodal Systems, is fostering the continued growth of intermodalism and 
 the American Merchant Marine. It is recognized that the interface of marine 
 terminal operations with those of the rail carriers is a key to improving 
 the effectiveness of the intermodal system. Reducing the cost, time, and 
 distance factors involved in the interface between U.S. flag carriers and 
 inland modes can. contribute to the efficiency and economy of intermodal 
 transport, and thereby further enhance the competitiveness of the American 
 Merchant Marine. 
 
 In March of 1973 1 the Maritime Administration, Eastern Region, Ports and 
 Intermodal Systems Office, prepared a report concerning the rail/marine 
 interchange of marine containers at the Port of New York. It was thought 
 that this problem was serious enough to warrant extensive and timely 
 analysis, complimented by suggested recommendations for improvement. 
 Industry reaction received by Washington and the Eastern Region Office has 
 been most favorable , and in that light , similar studies of other ports have 
 been undertaken. It is hoped that these reports will shed helpful light on 
 the nature, procedures, and problems of container interchange, and will 
 contribute towards the eventual refinement of this operational interface. 
 
 The Office of Ports and Intermodal Systems and the Eastern 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 Page 
 
 Introduction 1 
 
 Summary 2 
 
 Baltimore Harbor Chart 3 
 
 Rail Terminal Survey h 
 
 Penn Central Railroad h 
 
 Chessie System k 
 
 Western Maryland Railway 5 
 
 Marine Terminal Survey 6 
 
 Dundalk Marine Terminal g 
 
 Terminal Chart n 
 
 Canton Marine Terminal 8 
 
 Terminal Chart 9 
 
 Sea Girt Terminal 10 
 
 Terminal Chart -±q 
 
 Locust Point Marine Terminal 3j_ 
 
 Terminal Chart 12 
 
 Analysis of Rail/Marine Interface 13 
 
 Drayage Distance/Time Tables 14 
 
 Recommendations lg 
 
INTRODUCTION 
 
 This survey and analysis is one of a series of reports examining the rail 
 terminal/marine terminal interchange of intermodal equipment at major east 
 coast ports. The survey concentrates on U.S. flag steamship operators, but 
 this cross section amply represents normal port interchange procedures. 
 
 The Port of Baltimore is located on the Patapsco River, near the head of 
 Chesapeake Bay, and represents the largest single economic asset of the State 
 of Maryland. Normal access to the port is via the Virginia Capes, 150 miles 
 to the south at the mouth of Chesapeake Bay. An optional northern access 
 route via Delaware Bay and the Chesapeake and Delaware Canal is also 
 available. The development of Baltimore as a major east coast seaport is 
 due to numerous favorable commerce factors, not the least of which is its 
 geographical location many miles nearer major inland industrial centers 
 than other competitive east coast seaports. Resultant quicker highway and 
 rail service and cheaper transportation costs have been of great advantage, 
 complementing forward looking port planning and development in general. 
 
 Approximately one third of all export/import containers moving through the 
 port do so by rail. Three major railroads, the Chessie System, the Penn 
 Central, and the Western Maryland, service the port. They are supplemented 
 by the Canton Railroad, which acts as a terminal carrier for the waterfront 
 section of East Baltimore and provides direct switching services to many 
 local marine terminal areas. Rail terminals exist at several portwide 
 locations, including some marine terminals which are active in port container 
 interchange operations. 
 
 All U.S. flag liner companies operating on the east coast serve the Port of 
 Baltimore. These companies utilize four different marine terminals, and 
 offer container service to one degree or another to the shipping public 
 using the port. 
 
SuWlARY 
 
 The rail terminal/marine terminal interchange of containers in Baltimore is 
 performed either by motor carrier between the rail and marine terminals or 
 by direct rail delivery to the marine container terminals by the railroads. 
 
 The congestion and delay levels are low and operationally acceptable- The 
 relative lack of congestion is due to the following reasons: 
 
 1. The total container volume moving through the port presently is 
 substantially less than the port's maximum volume capability. 
 
 2. The normal drayage patterns, though existing in urban areas, are 
 not hindered severely by motor traffic bottlenecks, thereby allowing 
 efficient transit times. 
 
 3. The various terminals handling containers are not in one concen- 
 trated area and container traffic is therefore dispersed. 
 
 k. General marine terminal efficiency has eliminated queuing and long 
 delays for motor trucks picking up and delivering containers. 
 
 The present level of port and terminal development taking place is more 
 than adequate to insure the efficient handling of projected container 
 growth in the foreseeable future. 
 

 
 
 
 
 
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RAIL TERMINAL SURVEY 
 
 The rail terminal survey includes descriptions of the respective rail 
 terminals of the three trunk line railroads serving the Port of Baltimore, 
 Services, practices, and facilities of each are covered as they relate to 
 marine container piggyback operations. 
 
 Methods of handling piggyback traffic vary, depending on whether the 
 operation is container on flat car (COFC) or trailer on flat car (TOFC). 
 Most piggyback traffic is domestic commerce with ten to twenty percent 
 representing export/import traffic. 
 
 PENN CENTRAL RAILROAD 
 
 Bayview Yard, located in East Baltimore, is the primary rail terminal for 
 the Penn Central within the port area. A major function of this terminal 
 revolves around piggyback operations, both domestic and export/import. 
 
 Trackage is available from Bayview to all marine terminals within the port 
 through switching via connecting carriers at published tariff charges. Penn 
 Central maintains direct trackage onto Dundalk Marine Terminal, the largest 
 and most modern facility in the entire port. Dundalk is a ramp point for all 
 marine container traffic handled by the Penn Central. In addition, Sea Girt 
 Terminal and Canton Marine Terminal also have been declared ramp points. 
 This requires Penn Central to accomplish transfer by either drayage or 
 switching piggyback railcars onto these terminals via other rail carriers. 
 
 CHESSIE SYSTEM 
 
 The piggyback terminal of the Chessie System is located in the downtown area 
 just west of the Inner Harbor, and is known as the Wicomico Street ramp. 
 The Chessie System has also designated the following marine terminals as 
 ramp points: 
 
 1 . Dundalk Marine Terminal 
 
 2. Canton Marine Terminal 
 
 3. Sea Girt Terminal 
 
 k. Locust Point Marine Terminal 
 
 Both drayage and direct marine terminal transfer are utilized as methods of 
 accomplishing the rail/marine interchange of containers. Contracts with 
 five or six local truckers are maintained to satisfy drayage requirements. 
 Rates are established on a per container load basis. 
 
 Direct marine terminal transfer requires the switching of railcars onto or 
 adjacent to marine terminals via connecting rail carriers which maintain 
 direct rail trackage to those terminals. The rail carrier initiating the 
 switching movement incurs a $25 per railcar charge for this service. 
 
WESTERN MARYLAND RAILWAY 
 
 Although operated as a separate entity, Western Maryland Railway is owned 
 and controlled by the Chessie System. The company's main rail terminal in 
 Baltimore for all operations, including piggyback, is at Port Covington, 
 which is also a major marine terminal in the port. 
 
 Unlike the Penn Central and the Chessie System, Western Maryland has not 
 restricted its designation of ramp points to a relatively few high volume 
 marine terminals. All marine terminals within the port have been designated 
 as such, and all switching or drayage charges are absorbed by Western 
 Maryland. 
 
 The loading and discharging of piggyback railcars at Port Covington is 
 accomplished by a diesel-electric Side Porter. 
 
MARINE TERMINAL SURVEY 
 
 Baltimore is a major port of call for ships engaged in container and 
 trailer traffic. Of the eight U.S. flag operators calling at the port, 
 half utilize Dundalk Marine Terminal, while the other half is divided 
 among three other marine terminals. The breakdown is as follows: 
 
 A. Dundalk Marine Terminal 
 
 1. American Export Lines 
 
 2. American President Lines 
 
 3. Moore-McCormack Lines 
 
 4. United States Lines 
 
 B. Canton Marine Terminal 
 
 1. Prudential Grace Lines 
 
 2. Transamerican Trailer Transport 
 
 C. Sea Girt 
 
 1. Sea-Land 
 
 D. Locust Point Marine Terminal 
 1. Farrell Lines 
 
 A brief description of the facilities and general operation of each marine 
 terminal follows. 
 
 DUNDALK MARINE TERMINAL 
 
 Dundalk Marine Terminal (DMT) is the largest and most modern marine terminal 
 in Baltimore, and is a major east coast shipping terminal complex. Situated 
 on the Lower Patapsco River on relatively open water, its location away 
 from the inner harbor makes it readily accessible to vessels entering port. 
 
 Dundalk is a public marine terminal, owned and operated by the Maryland 
 Port Administration. Predominantly a container terminal, it is utilized 
 also for all types of cargo operations. 
 
 As far as highway access is concerned, it is better than most other marine 
 terminals in the port, due to its relative proximity to Interstate 95 • 
 Immediate access however, is via narrow congested urban streets. 
 
 The Penn Central has direct terminal trackage which is available to all 
 rail carriers for appropriate tariff switching charges. As far as piggy- 
 back operations are concerned, both COFC and TOFC can be handled effi- 
 ciently. 
 
 The 550 acre terminal has sufficient marginal wharf space for six container 
 ship berths as well as 3^00 feet for breakbulk ships. A ramp is available 
 for loading and discharging roll on/roll off vessels. 
 
 Seven hO ton mobile gantry container cranes service the six container berths, 
 
< 
 
 - 7 - 
 
while four whirley cranes, two 60 ton and two 50 ton, serve optional 
 container and general cargo handling requirements. Five straddle carriers 
 are employed in the container yard operation, basically a stacked system, 
 while yard commandos provide additional on-terminal container yard mobility. 
 
 No formal truck gate presently exists, but a gate complex is planned for 
 the near future. Arriving truckers now enter the terminal, clear 
 documentation with the receiving or delivery office, and are routed 
 accordingly. There are presently two truck scales in operation. 
 
 Terminal improvement and expansion continues, insuring Dundalk* s status 
 as a superior marine terminal. 
 
 CANTON MARINE TERMINAL 
 
 Canton Marine Terminal (CMT) is located about one and one-half miles north 
 of Dundalk Marine Terminal on the Patapsco River, making it easily 
 accessible to vessels entering port. 
 
 This public terminal complex of nine piers is administered by three 
 different terminal operators. International Terminal Operators handles 
 the Prudential Grace and Transamerican Trailer Transport operations on 
 pier 11. The Prudential operation is a container/LASH/general cargo 
 combination, while Transamerican operates a roll on/roll off trailer 
 operation. 
 
 Highway access to Canton Marine Terminal is acceptable because of its 
 location near Interstate Highway 1-95* Immediate access is, however, via 
 worn and narrow roadways. 
 
 The terminal is served by the Canton Railroad, which connects with the 
 Penn Central, C&0/B&0, and Western Maryland Railroads. 
 
 Ten general cargo berths exist with depth of water alongside ranging from 
 30 to k2 feet. No container cranes are available, however, Prudential 
 Grace vessels are self-sustaining and the Transamerican roll on/roll off 
 vessels require none. 
 
 The facility has no formal gate and no such improvement appears to be 
 practical. Truckers arrive, check in with receiving or delivery, and are 
 then routed. No truck scales are present. 
 
 SEA GIRT 
 
 Sea Girt is the exclusive use terminal of Sea-Land Service. It is located 
 on the Patapsco River between Dundalk and Canton Marine Terminals and pro- 
 vides easy access for arriving vessels. 
 
 It was constructed by the Canton Company (which plans further expansion and 
 improvement), as a 17*5 acre site with capacity for A-80 containers, and is 
 operated by Sea-Land Service. 
 
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Highway access is acceptable, but the immediate access roads are old and 
 poorly maintained. 
 
 Sea Girt is served by the Canton Railroad which connects with the three 
 major trunk line railroads serving the port. 
 
 One 27- 1 /2 ton diesel electric container crane serves the 800 foot berth, 
 which is dredged to accommodate 32 foot draft vessels. Because Sea-Land 
 has its usual all-mounted yard system, no container handling equipment 
 other than a number of yard commandos is required. 
 
 A two gate complex with a truck weighing station exists where truckers check 
 in prior to presenting documentation to either the receiving or delivery 
 office for proper routing. 
 
 LOCUST POINT MARINE TERMINAL 
 
 Locust Point Marine Terminal (LPMT) is situated on the west side of what is 
 known as the Inner Harbor and Northwest Branch. The Maryland Port 
 Administration owns this public marine terminal, but the seven pier complex 
 is administered by several different terminal operators. 
 
 Although the immediate locale of the facility is urban in nature, highway 
 access is satisfactory. 
 
 Locust Point is served by the Chessie System which connects with both the 
 Penn Central and Western Maryland Railroads. 
 
 Seven general cargo piers and one bulk cargo pier provide seventeen general 
 cargo and three bulk vessel berths in water ranging from 27 feet to J>h feet, 
 Two 75 ton gantry cranes serve pier h and handle both containers and heavy 
 lifts. Yard commandos shift mounted containers within the terminal while 
 mounting or dismounting of containers is accomplished by heavy duty fork 
 lift trucks. 
 
 The terminal gate has no special facilities for the receipt/delivery and 
 inspection of containers. Truckers arrive, check in with receiving or 
 delivery and then are routed. The terminal presently has no truck scales. 
 
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 - 12 - 
 
RAIL/MARINE INTERFACE ANALYSIS 
 
 An analysis of the rail/marine interface at the Port of Baltimore was made 
 based on the following considerations. 
 
 1. Nature of interchange 
 
 2. Interchange Procedures 
 
 3. Drayage distance, time, and cost factors 
 
 Other related aspects of the interface were also covered if they were 
 consistent with the purpose of the report. 
 
 The Baltimore Port area chart located at the beginning of this report serves 
 to indicate the relative locations of rail and marine terminals being 
 discussed. 
 
 Nature of Interchange 
 
 The transfer of containers between rail and marine modes is accomplished by 
 either drayage or direct marine terminal transfer. Penn Central and the 
 Chessie System apparently prefer direct transfer when practicable. Western 
 Maryland, however, still maintains a heavy drayage operation. Although 
 direct rail trackage exists to all major marine terminals, drayage is often 
 more economical and expedient and is used to one degree or another in the 
 transfer operations of all three rail carriers. 
 
 The use of both drayage and direct delivery by rail car as methods of 
 accomplishing rail/marine interchange is attributed to the following 
 factors. 
 
 1. The switching charge for the shifting of a railcar onto or adjacent 
 to a marine terminal for direct transfer is, at $25 per railcar, 
 relatively attractive. However, the loss of immediate control and 
 re-utilization of a railcar for at least several days is a dis- 
 advantage, especially in these days of frequent railcar shortages 
 and rapid turn around time requirements for equipment. 
 
 2. Drayage is a more flexible and expedient method of transfer. While 
 drayage is more costly, it has the advantage of releasing the rail- 
 car and eliminating switching procedures required for direct 
 transfer, frequently over a competitor's trackage. 
 
 3. Only Dundalk Marine Terminal, of the four marine terminals, has 
 practical COFC handling capability. This immediately restricts 
 direct marine terminal transfer, as far as COFC is concerned. 
 
 Truck traffic generated by railroad movements of containers to complete 
 transfer has little effect on port and marine terminal traffic congestion 
 levels. This is due mainly to the large container handling capability of 
 the marine terminals. In any case, the drayage level has remained somewhat 
 constant due to the growing preference by the railroads for direct marine 
 terminal transfer where possible and economical. 
 
 13 
 
Interchange Procedures 
 
 Interchange between rail and marine terminals, accomplished through drayage 
 by the railroads, follows the normal procedure of unit by unit truck hauls. 
 Documentation processing is almost identical to that for long haul trucker 
 operations. 
 
 Direct delivery of containers from railcar to marine terminals is somewhat 
 more involved. Piggyback trains arriving at Baltimore are received at one 
 of the three principal rail terminals described earlier. Piggyback rail- 
 cars destined for marine terminals are separated and classified for 
 shifting to these destinations. Depending on the marine terminal involved, 
 the railroad either completes the move or interlines with the Canton Rail- 
 road or another trunk line railroad serving the terminal directly. 
 
 Upon arrival of the cars at the marine terminal, the terminal operator off- 
 loads the container units. The terminal operator acts on behalf of both 
 the railroad and steamship operator at this transfer point. 
 
 The following steps ensue: 
 
 1. An inspection interchange receipt is completed on the spot. 
 
 2. Off-loaded export containers are stacked on the terminal or remain 
 mounted on chassis and parked as appropriate to the nature of the 
 terminal or the requirements of the steamship company. 
 
 3. Dock receipts, which have been pre-lodged at the terminal receiving 
 office by a foreign freight forwarder, can then be signed and 
 distributed to the shipper or his agent. 
 
 Drayage Distance, Time, and Cost Factors 
 
 Many factors are considered in truck rate making such as equipment 
 depreciation, administrative overhead, operating costs, quality of service, 
 basis of rate application, and extra charges, to name only a few major 
 items. The volume of cargo expected or contracted for, terminal delays 
 anticipated and times and distances between terminals are also important 
 factors. 
 
 In the particular case of container drayage between rail and marine terminals 
 in Baltimore, the distances and travel times between the several terminal 
 pairs appear less important than the movement consistency and volume being 
 offered to the trucker. Volume estimates, coupled with established traffic 
 pattern considerations, plus marine terminal procedural time allowances, 
 become the major part of the rate making process. 
 
 The average cost per container depends, therefore, on the volume and traffic 
 patterns as well as the other factors mentioned above. Various groups and 
 individuals such as the Maryland Port Administration, regional railroad 
 representatives, local draymen, and steamship operators were consulted 
 regarding truck drayage rates. It is estimated that a range between $22 
 
 14 
 
and $26 per container represents the average drayage cost in the port and 
 varies with the volume of cargo or number of hauls being offered. 
 
 Free time allowed and truck detention rates appear in varying forms in 
 individual truck tariffs and are part of the quoted rates. Terminal delays 
 exceeding allowable free time are charged to the shipper or consignee. 
 The terminal tariffs in existance make no mention of detention time. As a 
 general practice marine terminals do not honor truck detention claims from 
 consignees, shippers, or trucking companies. 
 
 The following two tables show the approximate distance and average transit 
 time between each rail and marine terminal. 
 
 DISTANCES AND AVERAGE TRANSIT TIMES 
 
 FOR TRUCK DRAYAGE OF MARINE 
 
 CONTAINERS BETWEEN RAIL AND MARINE 
 
 TERMINALS IN BALTIMORE 
 
 DISTANCES 
 (Miles) 
 
 DUNDALK 
 
 MARINE TERMINAL 
 
 BAYVIEW 
 PENN CENTRAL 
 
 WICOMICO PORT COVINGTON 
 CHESSIE SYSTEM WESTERN MARYLAND 
 
 10 
 
 SEA GIRT 
 MARINE TERMINAL 
 
 5.5 
 
 7-5 
 
 CANTON 
 
 MARINE TERMINAL 
 
 1.5 
 
 LOCUST POINT 
 MARINE TERMINAL 
 
 6.8 
 
 DUNDALK 
 
 MARINE TERMINAL 
 
 TRANSIT TIMES 
 (Minutes) 
 
 BAYVIEW WICOMICO PORT COVINGTON 
 
 PENN CENTRAL CHESSIE SYSTEM WESTERN MARYLAND 
 
 25 
 
 ^ 
 
 70 
 
 SEA GIRT 
 MARINE TERMINAL 
 
 CANTON 
 
 MARINE TERMINAL 
 
 20 
 
 20 
 
 35 
 35 
 
 60 
 
 60 
 
 LOCUST POINT 
 MARINE TERMINAL 
 
 50 
 
 20 
 
 15 
 
 15 
 
RECOMMENDATIONS 
 
 Considering the present overall efficiency of interchange, no major changes 
 are felt necessary at this time. If a strong trend develops shifting 
 preference from drayage transfer to direct rail delivery to marine terminals, 
 further improvements by means of lessened traffic congestion and marine 
 terminal procedural delays may yet be realized. 
 
 The following general recommendations, no doubt applicable to most ports, 
 would increase present efficiency to an even greater degree: 
 
 1. Receiving and Delivery Procedural Improvement 
 
 The continued simplification and standardization of marine terminal 
 receiving and delivery procedures would aid terminal efficiency 
 greatly. Familiarity with a standard portwide procedure would allow 
 a trucker to help expedite the total receiving and delivery operation, 
 
 2. Documentation Standardization and Simplification 
 
 Transportation paperwork as a whole is 'continuously undergoing 
 change. Uniformity in such documents as delivery orders, weight 
 certificates, interchange inspection forms, etc., would aid more 
 rapid recognition and processing by terminal receiving and delivery 
 offices. 
 
 The Office of Ports and Intermodal Systems of the Maritime 
 Administration is taking an active interest in documentation 
 simplification and working with U.S. flag ocean carriers to 
 identify and correct causes of marine terminal delays and 
 congestion. Similar participation by port authorities and 
 terminal operators in such activities would offer additional 
 assistance to ongoing efforts seeking a solution to the paperwork 
 maze. 
 
 3. Shipper/Consignee Education and Guidance 
 
 Steamship companies or agents should educate their customers as 
 to the most efficient means of accomplishing transfer between rail 
 and marine terminals within the port. This would place the 
 customer in a better position to evaluate the relative merits of 
 different rail plans, and allow him to guide his freight forwarder 
 or custom house broker more effectively. 
 
 The development of Baltimore as a container port has been impressive. It 
 is hoped that continued monitoring of the rail/marine interchange by port 
 planners will insure that this important facet of intermodalism will 
 favorably contribute to the port's commerce. 
 
 ir U. S. GOVERNMENT PRINTING OFFICE : 1973—542-651/85 
 
 16 
 

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