Professional Documents
Culture Documents
Introduction
Intermodal infrastructure development in the United States is at a juncture that could lead to the
development of a third generation (3G) of intermodal systems and services. 3G intermodal will be in
response to the widening of the Panama Canal, and will offer a triple-play of intermodal services – truck,
rail and barge. This paper examines the need for a 3G intermodal system in the United States.
Recognizing that intermodal is a broadly used term, this paper is written in the context of the
international container port and the intermodal infrastructure and offerings serving it.
1st Generation Intermodal – In Response to the Standardized Container Box. The first
generation of intermodal infrastructure development was in response to McLean’s container
box introduced in the 1950’s, and had a heavy focus on the truck’s role. From McLean’s initial
product in 1956, which had an initial focus on roll-on/roll-off, and for several decades
thereafter, the truck played a dominant role in intermodal transport. And even with the rapid
adoption of the rail intermodal function at ports, the truck still played a strong role in draying
containers between ports and rail intermodal yards. Markets within a 8-12 hour drive were
conveniently served by truck, and more distant markets served by rail intermodal, with trucking
playing a key drayage role at either end of the trip. As a result, the intermodal infrastructure at
and around the port is characteristically truck oriented, with the role of rail geared to off- or
near-dock.
2nd Generation Intermodal – In Response to Asian Trade Growth – The second generation of
intermodal infrastructure was heavily influenced by the growth in Asian related trade. Demand
for land-bridged intermodal services across the north American continent, between the east and
west coasts as well as the industrial heartland, brought on a new generation of intermodal
infrastructure systems and services which were heavily focused on the rail intermodal system.
The long distances between the West Coast ports and markets in the heartland and along the
eastern seaboard made rail intermodal service very competitive. In addition, the rail intermodal
industry became more service oriented and introduced new innovations such as double stacking
and time definite scheduled services. And they worked with the respective ports to build on-
dock rail terminals as well as inland ports to improve efficiencies. As a result, port related
intermodal infrastructure development placed a heavy emphasis on moving the containers
through the port as quickly and efficiently as possible, relying on both trucks and rail.
Marine Highways – This refers to the use of inland rivers and waterways (marine highways) to
ship containers to and from inland markets. Now more than ever, marine highways offer an
opportunity to support a third generation of intermodal terminals and services. They present a
unique opportunity for developing container load centers that can offer a triple-play of
intermodal services – truck, rail and barge.
Reverse Mini Rail Landbridges – They serve the reverse role of the current trans-continental
landbride for containers to/from Asia, except on a smaller scale. Instead of calling on West
Coast ports, containers are shipped through the Panama Canal to the East Coast and then
shipped by rail or truck to points west The challenge is in the cost competitiveness of the rail
reverse mini landbridge, given the close proximity of the markets to the ports.
Without a 3G intermodal system that is focused on introducing these two key initiatives, it is likely that
intermodal mode share will shift back towards trucks.
However, it is critical that the debate be viewed from a broader public policy viewpoint, focused on the
evolution of intermodal transportation as opposed to the feasibility of the services themselves. The
public policy debate should focus instead on the development of the third generation of infrastructure
that is critical to the success of the services.
Policies Towards Marine Highways - The intermodal policy debate should focus on policies and
funding options that will result in the design and development of coastal load centers that are
connected to major waterways that serve the nation’s heartland. Policies and investments
should be directed at the development of significant container load centers along the Gulf
Coast, in close proximity to the base of the Mobile and Mississippi Rivers.
Policies Toward Reverse Mini Rail Landbridges - Policies and investments should be directed at
the development of express rail services between selected Atlantic ports and the largest inland
markets. In addition, innovations should be introduced that are aimed at reducing the cost
impediments of short-haul rail intermodal.
3G intermodal development will also have a distinct geographic footprint. MARAD’s newly published
Marine Highway corridors is a good indication of the potential marine highways geographic footprint.
For reverse mini landbridges, the geographic footprint will have a focus on major East Coast container
load centers with rapid and direct rail access to major inland markets.