22 American Journal of Transportation American Journal of Transportation ajot.com Bringing the World to Baltimore Bulk, Break Bulk and Project Solutions [email protected] 100+ Years of Maritime Excellence Port of Baltimore users encouraged by where the port is headed By Andrew Meadows, AJOT (USERS – continued on page 27) Two years after one of the most devastating maritime disasters in United States history, the Helen Delich Bentley Port of Baltimore is a well- spring of news and expansion. More than $1.5 billion worth of projects are expected to further boost commerce along the Pat- apsco River marking quite a recovery from March 2024 when the Key Bridge collapse changed everything. Positioning Port of Baltimore for the Future Port users - from terminal operators to trade organizations to 3PLs - are encouraged by the direction of the 320-year-old port. But in the rough and tumble world of East Coast shipping, they real- ize the current momentum is fragile. “The two years after the collapse of the Francis Scott Key Bridge have been successful in terms of cargo returning to the port but also a challenge in that we have not fully recovered the position and the trajectory of growth that the port was on prior to the collapse,” said Joe Greco, president of the Steamship Trade Association (STA). “It is under- stood that there have been plenty of other factors impacting growth, such as tariff policy and geopol- itics to be fair, but the STA and its member compa- nies, the MPA (Maryland Port Authority), and the ILA (International Longshoremen’s Association) are all focused on continuing to regain lost cargo and attract additional cargo to the port.” “The new container terminal being developed at Tradepoint Atlantic (TPA), a joint venture between TPA and Terminal Investment Limited (TIL), a sub- sidiary company of MSC, is expected to bring sig- nificant opportunities to the Port. Based on public comments made by TIL, it appears intermodal rail will be a significant focus of the project. Taking advantage of the new CSX Howard St. Tunnel proj- ect that will make Baltimore the closest, fastest US East Coast port to serve Chicago and the Midwest. It is realistic to think that some cargo volumes will be shifting because of this terminal coming online, not only locally, but also regionally. The new con- tainer facility as well as the new double stack rail capability will change the dynamic of container shipping on the US East Coast and have positive impacts on the Port of Baltimore.” Port of Baltimore’s Cargo Diversity Greco said the Port of Baltimore’s cargo diver- sity is a strong point and helps differentiate it from its primary competitors in Norfolk, Virginia and New York/New Jersey. “The port continues to have a very robust auto Ro/Ro commodity sector that is not emulated in either NY/NJ or Norfolk. Container business at Seagirt Marine Terminal, with Ports America Chesapeake, continues to be a bright spot with new investments underway with a grain facility to boost exports,” he said. “Seagirt productivity and efficiency are some of the highest levels they have been. In addition, the port continues to have a strong bulk and break-bulk commodity sectors while cruise vessels continue to call year-round with a strong market base to support them. The Baltimore, Washington, Northern Virginia region remains the third largest metro area in the U.S., and obviously the Port of Baltimore is best positioned to serve this market. The diversity of the port and its strong, unique market continue to differentiate the Port of Baltimore from competing ports.” Baltimore and business By Andrew Meadows, AJOT For Jim Shapiro, Director of Thunderbolt Global Logistics, a Baltimore freight forwarder and customs broker, one key to build- ing on the Key Bridge recovery is the ease of doing business at the Port of Baltimore. “We handle a lot of out of gauge cargo on flat racks, open top... Baltimore is less compli- cated when you have to pick up or deliver oversize cargo. New York has container terminals spread out from Staten Island, NY to Bayonne, NJ. If we have to pick up at Liberty, NY termi- nal on Staten Island or Liberty, NJ in Bayonne we can have sig- nificant extra charges. There are also cargo height restrictions at Liberty, NJ. Other terminals have pick up restrictions and additional costs as well,” Shapiro said. “Norfolk on the other hand requires appointments to strip flat racks or open tops at the ter- minal and by the time the cargo is available to make an appoint- ment there may not be any avail- able and demurrage can accrue. Baltimore is less complicated. We can strip very heavy or tall/ wide flat racks at a facility on the terminal. It makes it easier. It’s also less congested in Baltimore. The other reason is trucking costs can be lower since Baltimore is further inland compared to New York and Norfolk, and the dis- tance is less to the Midwest.” “Geography has always been an advantage for The Port of Baltimore. As I said previously the distance from Baltimore to the Midwest is less compared to Norfolk and New York. The proximity of the port to I-95 allows cargo to get right on the interstate and on its way to final destination. Distance matters when calculating trucking costs. There is relatively little conges- tion at the port terminals as well. It does happen on occasion when vessels bunch up due to delays on their incoming schedule.” Shapiro said the long-range planning process should address an increase in European and Mediterranean carriers calling the port. “Europe is a mature market but it’s full of cargo that Amer- ican businesses and consumers want. They have their issues over there economically and politi- cally, but the freight is there. It’s vital to have direct vessels calls from Northern Europe and Medi- terranean ports,” he said. “We see a lot of machinery that is made in Europe having to go through New York and Norfolk due to a lack of vessel calls in Baltimore. This should be a top priority for the MPA. Continued focus on (BUSINESS – continued on page 26)
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