Reports prepared by ITTS

The following reports were prepared by ITTS for member use. Any comments or feedback would be appreciated.

 

Outline:

1. Working Papers

2. LATTS Materials

3. Smartrivers

 

1. Working Papers

 

Working Paper 1 - International Maritime Trade Benefits the Nation’s Economy (August 2013)

International traffic through a maritime port accounted for 11% of the nation’s GDP. For states without coastal port facilities, the estimated economic share of maritime trade was lower than the national average. For states in the Mountain West, this ranged from  1% to 4%. For most inland states, international trade through a port accounted for 5% to 10% of their economies, although for the Mountain West the range was 1-4%. As trade grows, so too does the importance of ports to handle this trade, creating jobs in port areas.

The growth in ports also requires strong connections to inland markets to ensure that U.S. goods are competitively priced in world markets. This supports/creates jobs for many different industries and modes throughout the nation, just not in port areas.

The true contribution may actually be higher, since the nature of international shipments and global supply chains may negatively skew the value of maritime trade to these states.
International trade will remain a critical, and growing, component of the U.S. economy, as highlighted by the National Export Initiative and the push for more trade agreements. Improving trade, including trade through the nation’s maritime system and its linkages to inland markets, can provide economic opportunities to U.S. firms. However, as with most infrastructure in the United States, this “highway on-ramp” to global prosperity is in need of attention, as “potholes” can disrupt our transportation system and the economy. The nation’s infrastructure requires constant and secure funding, not only for ports and their associated dredging and infrastructure needs, but also for the corridors that link ports with inland markets. 

Key Points: Every state in the U.S. depends upon maritime trade.

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Working Paper 2 - Current Trade Trends Between the ITTS Member States and Cuba (October 2016)

The paper seeks to provide a brief introduction to current trade activity between the ITTS member states and Cuba. The report includes appendix tables highlighting trade flows by customs district, by state of origin and commodity. For most states, trade with Cuba is not a significant portion of their trade activity.

Key points: Cuba trade remains largely limited to U.S. Agricultural shipments, but if trade relationships are restored,potentially Cuba could receive more imports from the United States.

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Working Paper 3 - Thoughts on the Challenges Associated with Public Sector Planning for Truck Parking Facilities (December 2016)

Truck parking remains a “problem”, for many reasons:
- A mix of public and private parking space, trucking companies, and various shippers and receivers view the truck parking solution as someone else’s problem, or a cost they may be unwilling to bear.
- The trucking companies, in their rush to reduce costs, are not necessarily “eager” to pay for parking, nor do shippers want trucks parking on their facilities, unless the truck is actively handling cargo.
- Truck parking demand tends to fall into either parking to load/deliver cargo, or for some unscheduled or mandated rest period, thus parking time can range from minutes to hours, and by location, which only complicates the planning decision.
- Private rest stop operators are adding more trucking capacity, but truckers may not want to use these facilities, nor are these facilities located where trucks “need” parking, such as along the urban fringe areas or at an urban core.
Trucking firms view public roadway rest stops as a “free resource”, but with limited publicly available parking spaces, trucks choose to park illegally, parking along a roadside or at some other property. This decision often puts the truck driver (as well as the cargo) at risk, while increasing risks to other roadway users and damaging the physical roadway itself. The public sector, given limited budgets, faces a dilemma of maintaining parking facilities, while considering truck parking needs as one method to improve highway safety and reduce maintenance costs where illegal parking occurs.
Ultimately, truck parking remains a private sector decision but one that depends upon public sector participation. There remains no “one size fits all” solution, but truck parking planning should address the following:
- Understand the available supply of both public and private truck stop parking spaces, and cargo origin/destinations,
-Identify the geographical area of the study to understand how to service trucks in a region,
-Encourage public and private sector areas of collaboration, which may include new technologies or data sharing.

Key points: There are many different truck parking needs and operational decisions that make planning for truck parking very difficult without public and private cooperation.

For more information, attached is a powerpoint and conference call on truck parking that occured in July, 2016. The information is provided only as background material.

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Working Paper 4 - The Immediate Aftermath of the Panama Canal Expansion on the Southeastern United States (December 2016)

              With much fanfare, the long anticipated third set of locks officially opened in June, 2016, with the passage of China Ocean Shipping Company’s aptly named “Panama”. The expanded Panama Canal should benefit trade with the Southeastern United States in the future. However, the Panama Canal has not seen the immediate boom in shipping that was anticipated when the project was first approved in 2006. Part of the reason is that carriers have already shifted some trade from the West Coast to Suez Canal services, worldwide trade has not grown as strongly as anticipated, and such large infrastructure patterns take time for ship chains to fully adjust to these new systems. It is anticipated that over the next several years, carriers will transit the Canal with larger vessels heading to/from the Southeast, from both Asia and Latin America, but the forecasted boom to the Eastern U.S. will continued to be shaped both by world markets and shipper’s anticipated service needs.

              Key points: The Panama Canal represents a generational change that will take some time before trade activities adopt to the benefits of the larger canal.

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Working Paper 5 - Freight in the Southeast Conference Summary (June 2017)

              The summary was developed to provide information about the materials presented. The bulleted list below represents some of the notes I took away but you can read the detailed notes for each panel if you want more information. One could also view the presentation materials here.

 

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2. LATTS I and II Reports

 

LATTS developed as series of documents related to international trade in the Southeast. These include broad needs analysis related to freight transportation, and related documents to various elements of transportation and freight operations. These reports are available on LATTS section of the website. There was also a set of State specific reports. These are available in each specific state webpage.

 

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              3. SmartRivers 

               

              Inland waterways is a large component of regional traffic patterns, including both coastal and inland navigation.  The need to understand the nature of inland navigation, as well methods to improve transportation may provide transportation network benefits to the ITTS Region.  ITTS has been an active participant in the SmartRivers Conference over the past few years. The conference, sponsored by both American and European groups, seeks to encourage the exchange of ideas related to improving inland navigation.   ITTS sponsored the conference in both 2006 and 2007, and wrote the conference report in 2007. ITTS served on the organizational committee for the conference held September 6-9, 2009 in Vienna Austria.  The conference will be held in New Orleans, Fall 2011.

              SmartRivers 2006 Final Report   

              SmartRivers 2007 Final Report

              Please visit http://www.smartrivers.org/ for more information on Smartrivers.

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