NCHRP Project 08-36
Proposed Research Problem Statement
1. Title
Inland Port Facility Planning Best Practices
2. Background
The Panama Canal expansion is expected to be completed in 2014. Upon completion the canal will
accommodate larger, “New Panamax” vessels. Dimensions for New Panamax vessels are about 24%
longer, 52% wider, and allow for about 140% increase in Twenty-foot Equivalent unit (TEU) capacity
over previous Panamax vessels. The new vessels also require 50-foot channel depths.
The increased capacity of these vessels is expected to enhance the economic viability of the Canal
route for Asia-East Coast freight. Improved Canal route efficiency could place Gulf Coast and
Eastern seaboard ports in a position to obtain a greater share of the Asian freight market. At the
same time, the large increases in vessel capacity and the channel depth requirement both have
significant implications for ports and their surrounding areas that plan to capitalize on the Canal
expansion. Large dredging projects and other port infrastructure investments are required for most
ports to allow for the larger vessels. While dredging projects are a relatively straightforward
improvement, the question of how the surface transportation system will handle the influx of
container traffic and other freight remains an issue. The existing freight transportation systems
surrounding most seaports are geographically and financially limited in terms of large capacity
expansions.
The inland port facility concept may be a solution to address the need for improved freight capacity
flow between ports and the markets they serve. The term “Inland Port” is used to describe a variety
of facility types, from traditional inland river ports to large intermodal logistics parks. The focus for
this research will be on satellite port facilities that operate in conjunction with traditional seaports.
These facilities are located off-site of the traditional seaport, usually near the urban area boundary.
By locating further inland, these facilities are distanced from the dense urban environments that
usually surround traditional seaports. Ideally the inland port and the traditional seaport are
connected via grade-separated rail.
Thus, the transportation benefits provided by the inland port system are two-fold. One benefit is
that it provides a capacity-expansion alternative for traditional seaports with limited options for
physical growth. The additional capacity allows for off-site storage and/or transfer facilities,
reducing delays commonly attributed to size and capacity limitations such as dwell time, loading
delays, and unloading delays. A second benefit of the system is that it removes freight traffic from
local surface transportation facilities. This benefit is particularly significant where a traditional
seaport is located in a dense central business district or major metropolitan area. A specific
connector between the traditional port and the inland port removes trucks from congested
highways and also allows for expanded passenger rail service.
3. Statement of Urgency
For many areas, inland port development may be the only possible way to increase capacity for
waterborne freight. In other cases, large and expensive dredging projects may be pointless if not
paired with coordinated, landside investments. This research will give specific insight into the best
practices for planning inland port facilities. The results of this study would benefit State DOTs,
MPOs, and local governments that have a need or opportunity to expand seaport-related freight
capacity and throughput – a notion which has become of significant national interest as the Canal
expansion nears completion. The proposed study will present a concise summary of planning
practices derived from previous efforts. It will also look into underlying factors that were involved
during the planning and development stages of successful inland ports.
With this review, DOTs, MPOs, and local governments will have greater understanding of the
necessary planning tools needed to expand waterborne freight with inland port development. This
information will allow transportation decision makers to proactively plan for Canal expansion; it will
place areas in a more strategic position to capture a larger market share made possible by the new
canal facilities. Without a comprehensive review of inland port planning practices, multiple
governments, agencies, and organizations may unnecessarily duplicate work (or potentially struggle
with previously-identified challenges).
The research planned for this study is specifically designed to be completed within a relatively short
time frame. This time frame will give government agencies and planning organizations adequate
time to assess the appropriateness of inland ports for their unique circumstances. If appropriate,
this initial activity would provide useful advice, ideas, and insights to governments and other entities
throughout the inland port planning process.
However, the goal of the initial activity is to consolidate best practices into a single source of useful
planning recommendations. This will not provide any official guidance or create specific policies.
Further, more intensive work would be required to produce a “Handbook” that would provide more
detailed guidance for the entire lifecycle of inland port facilities.
4. Project Objective(s)
The final product will be a report summarizing inland port best practices. This summary will provide
recommendations based on specific planning approaches and methodologies that have proven
successful in previous inland port facility implementation.
5. Relationship to Existing Body of Knowledge
This research will build on existing literature and previous inland port studies. Previous research on
inland ports has focused on theory or has provided specific, logistics-based recommendations.
Theoretical studies give a general overview or introduction to inland ports. These review and
describe concepts behind inland port and inland port operations. They define inland ports, compare
inland ports to traditional ports, and classify inland port facilities into specific categories, based on
function. Previous work has also been designed around a specific inland port project or proposal.
These studies look into economic analysis, site suitability, physical movement of cargo, or feasibility
within a specific jurisdiction or region.
This study will use these for reference, but will place emphasis on the planning processes that go
into the conceptualization, development, and implementation of a successful inland port facility.
The results are intended to provide a link between theory and practice.
6. List of Anticipated Work Tasks
Initial tasks include a review of inland port activities for 5 – 10 U.S. States. Extra consideration will
be given to Gulf Coast and Southeastern Atlantic states (Texas, Louisiana, Mississippi, Alabama,
Florida, Georgia, South Carolina, North Carolina, and Virginia). Geographically, these states are most
impacted by the Canal widening.
Case studies for selected inland port activities will focus on the history and planning of each facility.
Some issues to be considered include purpose and need, financial information and funding
source(s), stakeholder involvement, geography, private sector participation, environmental issues,
citizen input, political climate, champions and advocates, etc.
Qualitative analysis will also be included in the case studies and will provide a rough gauge of
success. Particular trends or methods from “successful” facilities will be noted. Importantly,
findings from examples of failed or unrealized facilities will also be documented.
7. Estimate of Funds Needed
$100,000
8. Estimate of Time Needed to Complete the Research
Twelve Months
9. Name, Affiliation and Contact Information of Submitter(s)
Florida Department of Transportation, Systems Planning Office
10. Date of Submittal
April 2011