Services

Seaport Economic Impact Studies

The Martin Associates Seaport Model is used in economic impact studies as a tool to estimate the impact of future activity by using tonnage forecasts and revenue and financial performance scenarios developed for each of the ports. It is also possible to evaluate specific terminal activity such as new construction or the addition of a new carrier, as well as navigational projects such as channel deepening and channel depth maintenance. The model is able to test the sensitivity of impact to changes in factors such as tonnage levels, commodity mix, vessel size, labor productivity and work rules, new terminal development, inland modal distribution (i.e. double stack service versus conventional rail service), changes in the ports commodity specific hinterland (origin and destination markets as well as discretionary cargo).

Our impact studies have been a continued featured topic at many of the American Association of Port Authorities conferences. The impact models have been subject to review by the U.S. Council of Economic Advisors and the Federal Reserve Board. The seaport impact model has been used to assess the economic impacts of the West Coast port shutdown in 2002, the impacts of the imposition of the Section 201 Steel Import Quotas, and the potential impact of port closures due to national security issues. As part of the 2014-2015 labor contract negotiations, Martin Associates provided the economic impact assessment of potential port shutdowns and slowdowns. Martin Associates has developed the economic impact analysis and model for the Great Lakes/St. Lawrence Seaway Transportation System, which demonstrates the economic impacts of the system by state and province and for 36 individual U.S. and Canadian ports. Martin Associates also completed the economic impact study of the U.S. Coastal Seaports, 2011, 2014, and 2018 for the American Association of Port Authorities.

Economic Impact Studies include work for the following Ports:

• Baltimore
• Baton Rouge
• Becancour, Quebec
• Belledune
• Bellingham
• Boston
• Brunswick, GA
• Buffalo
• Burns Harbor
• Camden
• Corpus Christi
• Detroit
• Duluth
• Everett
• Freeport
• Galveston
• Goderich
• Grays Harbor
• Green Bay
• Gulfport
• Hamilton, Ontario
• Harlingen
• Houston
• Jacksonville

• Lake Charles
• Lavaca
• Los Angeles
• Long Beach
• Meldrum Bay, Ontario
• Miami
• Milwaukee
• Mobile
• Montreal, Quebec
• Monroe
• Morehead City, NC
• New Orleans
• Nanticoke
• Norfolk
• Oakland
• Olympia
• Palm Beach
• Panama City
• Pensacola
• Philadelphia
• Pittsburgh
• Port Arthur
• Port Everglades
• Portland

• Prince Rupert, BC
• Providence
• Quebec City, Quebec
• Quonset Point
• Richmond, VA
• San Diego
• San Francisco
• Sarnia, Ontario
• Seattle
• Sept-Iles, Quebec
• Sorel, Quebec
• St. John, New Foundland
• Tacoma
• Tampa
• Texas City
• Texas Ports Association
• Thunder Bay, Ontario
• Toledo
• Toronto, Ontario
• Trois Rivieres, Quebec
• Vancouver, WA
• Victoria, TX
• Windsor, Ontario
• Wilmington, DE
• Wilmington, NC

Cruise/Passenger Impact Analysis

Martin Associates has developed cruise economic impact models for the leading cruise ports throughout the U.S. The impact analysis includes a detailed survey of embarking passengers and crew from several of the key cruise services as well as the development of detailed disbursement accounts for specific type of cruise ship calling at the ports. These expenditure profiles are developed for home port cruises as well as ports of call cruises.

The cruise impact model can be used to test the sensitivity of the impacts due to vessel size, routing, percent of fly-in passengers, and the number of nights stayed pre and post cruise, etc. Cruise models are also used with cargo models to evaluate alternative uses of waterfront land for cargo or cruise terminal development. This methodology is used to estimate the impact of cruise business at the Ports of Miami, Port Everglades, Tampa, Port Canaveral, Jacksonville, Baltimore, Boston, Los Angeles, Seattle, San Francisco, Norfolk, Galveston, Houston, and Philadelphia. Martin Associates also provides the economic impact consulting for Disney Cruises.

We also use a derivation of this model to assess the impacts of ferry operations, including the Washington State Ferry operations, as well as San Francisco Bay ferry operations and the impact of potential ferry operations on the Great Lakes, and Connecticut to New York ferry operations.

Fishing Impacts

Martin Associates has developed a detailed model of commercial fishing activity that provides an estimate of the economic impacts generated by commercial fishing activity. The model is sensitive to the various fleets at a given port, such as crabbers, factory trawlers, seiners, long liners, etc. This model has been used to estimate the economic impacts of commercial fishing activity at the Port of Seattle’s Fisherman’s Terminal and Elliott Bay and the Maritime Industrial Center, the Port of San Francisco, the Port of Los Angeles, the Port of Galveston, Port LaVaca/Port Comfort, the Port of Brownsville, Port of Bellingham, Grays Harbor, Port Townsend, Port of Chinook/Ilwaco, Port of Victoria, New Bedford (MA) and the Port of Boston. These models are used to assess the impacts of changes in the composition of the commercial fishing fleet as well as the impact of changes in commercial fishing regulations and the impact of changes in alternative uses for commercial fishing fleet slips and berths.

Recreational Boating Impact Analysis

Martin Associates has developed a model to measure the impacts of recreational boating. The model not only addresses the local employment at marinas and support services at the marinas, but also the impact of local purchases to support the recreational boating operations. These include repairs and supplies, retail purchases as well as storage. We have developed economic impact studies for the marinas owned by the Port of San Francisco, the Port of Tacoma, the Port of Seattle, the Port of Everett, the Port of Olympia, Port of Los Angeles, Port of Bellingham (WA), the Port of New Bedford (MA), Chinook (WA), the Port of Grays Harbor (WA), and Port Townsend (WA).

Shipyard Impact Analysis

Martin Associates has developed detailed ship building and repair economic impact models that are used to measure the jobs, revenue, income and tax impacts of shipyard activity, by type of activity –new building, ship and barge repair, modular construction, military versus cargo versus passenger ships, etc. These models have been developed for shipyards at the Port of Portland, Port of Tampa, Port of Seattle, Port of San Francisco, Port of Erie and the Port of Philadelphia. We have used the shipyard model to estimate the economic impacts of the opening of the Meyer Werft Yard in Philadelphia, as well as to monitor the on-going dry-docking activities at the Port of San Francisco owned shipyard.

Commercial and Industrial Real Estate Impacts

Martin Associates has developed a methodology for measuring the economic impacts of commercial and industrial real estate development on port owned property for the ports including Seattle, Grays Harbor, San Francisco, Portland, Bellingham, Everett, Olympia, Tampa Bay, Palm Beach, and Oakland.. These studies assess alternative development of waterfront land and evaluate the economic impacts associated with industrial and commercial real estate development. In Oakland, this model was used to assess the impact of developing a resort hotel vs. reserving the land for future maritime uses. In Seattle, the impact models have been used to assess the impact of developing a parcel of land as a container facility or a ship repair yard, as well as the development of the Central City Waterfront, including a museum, hotel, restaurant, world trade center and condominium development. We completed a detailed distribution center impact model for the Port of Portland, and this model was used to identify the potential impacts of new distribution centers, by type of distribution activity. The distribution impact model can isolate the economic impacts (including jobs, income, taxes, typical local purchases, trucking, service areas, etc.) of specific types of distribution activity – retail FAK, perishables/groceries, steel, apparel, bulk feeds. The model is also designed to identify the key factors that drive the selection process of specific types of distribution activities, including local market, equipment availability, ocean carrier service, local labor costs and taxes.

Additionally, we completed an analysis of riverboat gambling for the Port of Philadelphia, and the impact models were used to assess the relative economic benefits of marine terminal operations vs. riverboat gaming and hotel development. We have also developed a similar analysis to measure the economic impacts of industrial and economic development in Lancaster County, Pennsylvania.

Martin Associates provides economic impact services to the majority of the nation’s leading airports. These include Miami International Airport, Fort Lauderdale International Airport, Atlanta-Hartsfield International Airport, Baltimore-Washington International Airport, Denver International Airport and Stapleton International Airport, Harrisburg International Airport, Miami International Airport, Milwaukee International Airport, Minneapolis-St. Paul International Airport, Nashville International Airport, Oakland International Airport, Portland International Airport, San Francisco International Airport, San Jose International Airport, Seattle-Tacoma International Airport, Toronto’s Lester Pearson International Airport, Washington Dulles International Airport, and Regan National Airport.

Similar to the seaport impact analysis, the airport impact analysis and airport impact model are based on detailed operating characteristics of the specific air carriers, as well as the support tenants in order to assess the impacts of changes in air service by specific carriers, changes in the level of passengers, labor productivity, and air cargo operations, and to assess the impacts of specific regulations such as noise regulations. The airport impact model can be used for annual updates, to measure the economic impacts of airport congestion, and proposed master plan specific projects such as new terminal and runway construction, and to estimate the potential impacts of noise regulation. From a marketing perspective, the resulting economic impact models are used to assess the economic impacts of specific international routings, which can then be used to evaluate airport investments in specific marketing initiatives directed to those routings and carriers serving those routes. In addition to measuring the overall impact of airport activity, we also conduct impact studies of specific airlines and specialized air cargo carriers. These studies have been used to obtain financial assistance from local and state governments for specific air carriers, including international air carriers.

Martin Associates has also conducted several impact studies for general aviation airports located in Los Angeles (Van Nuys), Miami, Nashville, Portland, San Jose, Harrisburg, and Maryland.

With respect to statewide airport system impacts, Martin Associates has developed the statewide economic impact models of the 35 public use airports in the state of Maryland. Separate airport impact models are developed for each airport based on a 100% survey of tenants and service providers. The individual impact models are then used by the state of Maryland Aviation Administration to assess the economic impacts and returns of specific airport investments. These models allow the airport administration to assess specific projects in terms of economic benefit and financial return.

The Martin Associates’ approach to measuring the economic impacts of airport expansion projects and airport master plans is used to justify expansion and capital development projects at such airports as Atlanta’s Hartsfield International Airport, Washington’s National (Reagan) and Dulles Airports, San Francisco International Airport, Seattle-Tacoma International Airport, Portland (Oregon) International Airport, and the San Jose International Airport. For example, we used the economic impact model to measure the impacts generated by four alternative master plan expansion scenarios at Hartsfield-Atlanta International Airport. For the San Jose International Airport, we evaluated each of the airport’s master plan alternatives (which included assumptions as to various levels of air cargo and general aviation activity at San Jose vs. moving these activities to local general aviation airports such as Reid-Hillview). For Ronald Reagan Washington National Airport, we measured the economic impacts associated with the development of the new terminal. Similarly, at Washington’s Dulles International Airport we estimated the economic impacts of the capital development program that included the expansion of the midfield terminals. For Hartsfield-Atlanta International Airport, we compared the impacts associated with the new international terminal with those impacts generated prior to the terminal’s opening.

In addition to our impact studies of commercial airports, Martin Associates has completed an economic impact and feasibility study of the development of an all-cargo airport in Northeastern Pennsylvania. We also completed a detailed study of air cargo operations at Sea-Tac International Airport.

Martin Associates has completed several financial analyses for ports where we examine revenue streams associated with project financing, address alternative financing mechanisms and review lease structures. We have developed return on investment metrics for the State of Florida to assess and rank specific port projects applying for grant money from Florida DOT. We define return on investment as the change in the value of output to the State of Florida (less the investment) divided by the investment. This can be the investment by the state or the investment by the Port. Another metric Martin Associates uses in “selling port projects” is to estimate the return to the state in terms of state and local tax revenues generated by a specific investment. Lastly, for ports that have taxing authority, we develop a measure of economic return per dollar of tax collected. Economic return can be measured as in-state business revenue, in-state business revenue plus the induced income and local consumption impact, direct and induced and indirect personal income, and/or returned state and local taxes.

Martin Associates has developed detailed financial analysis and terminal valuation studies for a new terminal development at Sand Island for the Hawaii Department of Transportation, Harbors Division; a terminal concession development at the Diamond State Port Corp. (Port of Wilmington, DE); a terminal lease analysis and pricing study for the Philadelphia Regional Port Authority; the development of a terminal concession at the Port of Galveston; the development of the Ports America Seagirt Marine Terminal concession for the Maryland Port Administration; a lease and terminal analysis and the development of concession/long term lease for the Jacksonville Port Authority; a terminal valuation and lease analysis for the Unified Port of San Diego; a concession development and strategic financial plan the Port of Ponce (Puerto Rico); a lease analysis and terminal pricing assessment for the Virgin Island Port Authority; a terminal concession evaluation for Port Canaveral; the lease and terminal evaluation study for the Port of Port Everglades; and the development of a concession for a planned container terminal in Trinidad.

We also provided the economic valuations of the individual terminal operations across all U.S. port locations of one of the nation’s largest terminal operator as part of a financing package for that terminal operator.

Our valuation studies have been used in port specific strategic planning studies, as well as in the establishment of lease structures and in the development of terminal concession agreements. Asset optimization is a critical input into the overall financial performance of the port, as well as in the overall value of each terminal owned by the port. Martin Associates provided the financial and economic assistance to the newly formed Seaport Alliance (Ports of Seattle and Tacoma), and for the Port of Cleveland, Martin Associates completed the evaluation of potential terminal lease structure for a new terminal operator.

Martin Associates is assisting numerous port authorities with respect to the marketing of specific marine terminals for public-private partnerships and the development of terminal valuations to be used in lease negotiations. As part of these public-private partnership studies, Martin Associates has worked with several major investment banks in preparing potential market assessments as well as pro-forma analysis for proposed concession agreements. For several terminal operators, Martin Associates has conducted reviews of key ports in which the terminal operators operate, and these studies are being used to assist in terminal financing/investments by private sector investment firms. Our marine terminal clients include Ports America, SSA, Hutchison Port Holdings, Yusen Terminals, Ceres, Kinder Morgan and NYK Logistics. Martin Associates provides consulting services regarding marine terminal investment to Fortress Investments, Macquarie, Och-Ziff, Mid Ocean, ING and Highstar Capital.

Martin Associates’ Market, Strategic Planning and Master Plan Analyses for port clients consist of detailed competitive cost analyses including terminal charges, processing charges, and inland costs, lease structures, and market analysis. The analyses are used to identify competitive positions, potential markets, commodities, potential tenants, steamship lines, etc. and develop targeted marketing strategies. As part of these studies, market forecasts are developed and compared with existing terminal capacity. Facilities development plans are then developed to accommodate the projected market demand and potential opportunities. The next steps in the analysis include the financial feasibility of the facilities development plan, as well as the economic impact of alternative development strategies.

Martin Associates’ current and most recent market, strategic planning, financial feasibility studies and port master plan studies in the U.S. include several strategic master plans (and the current update of these plans) for the Port of Jacksonville. These studies have included assessments of distribution facility opportunities, identification of new markets, cargo forecasts, development of bond rating reports, economic feasibility analysis of deepening the shipping channels at the Port and the development of the MOL/TraPac Container Terminal. Also included on the studies area terminal valuation analysis and optimization of current facilities capacity, as well as lease negotiations with terminal operators. Currently, we are working on developing new trade routes to Africa, South America, and Central America for the Port of Jacksonville.

We are the principal economic and market consultant for the Port of Baltimore (since 1998), and our key projects for the Port include several strategic master development plans for and the valuation analysis of the Seagirt Container Terminal that lead to the 50 year concession with Ports America Chesapeake. We have developed the strategic plan for the Port of Oakland and the financial valuation analysis for the development of the Unified Ports of Seattle and Tacoma now the Northwest Seaport Alliance. We provide continuing economic, market and cargo projections for PortMiami, as well as the economic impact analysis of the Port’s cruise and cargo business. We provide similar market, feasibility and planning studies for the other Florida ports of Port Everglades, Port Canaveral, Port Manatee, and Tampa.

For the Port Authority of New York and New Jersey just released long term development plan, Martin Associates was the lead consultant on the cargo market analysis, detailed cargo projections, intermodal analysis, and financial analysis of the current lease structures. We are currently evaluating the dynamic flows of containerized cargo at the Ports of Los Angeles and Long Beach and the impact on terminal pricing and market shares, the results of which will be used in the upcoming (2022) labor negotiations with the steamship lines and terminal operators. Martin Associates has just completed the non-container and container market forecasts for the Port of Houston, to be used on developing a portwide master development plan and to justify the widening of the Houston Ship Channel.

With respect to our international port market, planning, and feasibility projects, we are currently developing a new bulk/container port in Trinidad. The project has been under study and development for the past 6 years, with the near term development of a public-private partnership. The port development project includes the market and feasibility analysis of a container and bulk terminal to handle iron ore transshipments, the development of a ship repair and oil rig repair facility, and the development of an LNG terminal for export as well as ship bunkering operations. A key market is the growing economies of Guyana and Suriname. I have attached our most recent presentation of the project for your review and will also provide you with a video overview of the project under separate e-mail.

In addition to this current terminal development in Trinidad, Martin Associates provided the market and feasibility analysis in 1992 to develop the Port of Xiamen, China into a leading world container port. Initially, the Port was a bulk port, specializing in gypsum export from a local mine. Martin Associates evaluated the current location of economic zones within the proximity of the port, the competitive location of neighboring ports, and recommended that the Port of Xiamen be transitioned into a container terminal. This was successful and Xiamen is now a key container port in China.

We developed the inland supply chain logistics analysis for Jamaica, which was used as a key justification of the development of the Kingston Container Terminal, a key transshipment port in the Caribbean. Martin Associates recently completed a detailed market and feasibility study for the Ports of America in Ponce, Puerto Rico. The port had been developed to serve as a container terminal previously, but due to its location away from the consumption market of San Juan, the terminal had never been used. The Government of Puerto Rico retained Martin Associates to evaluate potential markets and develop a valuation of the terminal under various cargo uses. The analysis was used to negotiate an operating agreement with a major international terminal operator, which focused on diversification of the cargo base.

For the U.S Virgin Islands, Martin Associates developed a detailed cargo market analysis and financial feasibility assessment of future port development.

Martin Associates has conducted several market analyses of the development of a bulk transshipment center on the Shannon Estuary in Ireland. The current coal fired power point located at Moneypoint on the Estuary is the preferred site of development after the plant is decommissioned. Targeted commodities include grain/agriproduct development, fertilizers, and iron ore for relay into northern European ports that are draft constrained. We have also evaluated port development in Brest, France.

Martin Associates has just completed the cargo portion of the master development plan for the Barbados Port, Inc. The project evaluated the cargo market for both local and transshipment cargo, and evaluated the financial feasibility of planned cargo facilities investment. A recommendation was made to develop a long term lease with a terminal operator, and further develop a public private partnership. We are now working with the BPI port executive director and the Prime Minister’s office to implement our recommendations..

With respect to the Canadian ports, Martin Associates has conducted economic studies for the majority of the ports, beginning with a comprehensive analysis of the Canada Port Corporation ports in 1992. Since then we provide continual economic studies to the Canadian and U.S. Great Lakes ports, and just completed the economic justification of keeping the St. Lawrence Seaway operating during times of high water on Lake Ontario. We are currently the economic and market consultant to the Port of Belledune, NB, and are providing economic and cargo market analysis for future port expansion and diversification into the dry and liquid bulk markets.

Martin Associates studies have been used in numerous expert witness testimonials. Martin Associates conducted an assessment of the economic impact of containerized cargo at West Coast Ports and the resulting economic impact models were used in a detailed analysis of the potential impacts of a work slowdown or strike (in July of 1999) by the International Longshore and Warehouse Union (ILWU). The results of the analysis were used by the Governor of California, the Council of Economic Advisors and the White House to evaluate the impact on the national economy of the possible strikes, and to formulate a plan to resume normal working practices.

Our impact analysis of the West Coast port shutdown in September, 2002 was a key input into the decision by the President to enact the Taft Hartley Act. As part of this process, Martin Associate’s impact models and methodology were reviewed by the Council of Economic Advisors and the Board of Governors of the Federal Reserve. Martin Associates also measured the actual economic impacts of the recent port closure on all aspects of the logistics supply chain of the port closure in 2008.

Martin Associates completed the economic impact assessment of steel import restrictions as part of the maritime industry’s response to the Section 201 steel import hearings. The results of the study were presented before the International Trade Commission and the report served as the key document describing the importance of the steel imports on the US Maritime Transportation System. The report was presented to the Council of Economic Advisors and President Bush, which resulted in the repeal of the quotas.

Most recently Martin Associates provided the intermodal container projections for a new rail terminal in Milton, Ontario. The container projections were developed for CN Railway and used in public hearings with the local and national governments to justify the approval of a new intermodal container transfer facility (ICTF).

As part of the Opportunities and Challenges Facing Florida Seaports report prepared by Martin Associates, we identified specific ocean carriers that have been underserving Florida ports but handling a majority of the imports and exports destined or originating in Florida through non-Florida ports. Strategies are being developed to induce more vessel service by these carriers at Florida ports. Such strategies include lower terminal charges, tax credits for Florida exporters using Florida ports, and incentives for rail cargo. The strategies also include direct marketing to these carriers along with beneficial cargo owners.

The focus of the strategies to develop new carrier service at a port is based on the demonstration of the cost economies that the specific port can provide to serve its current customers as well as to attract new customers. This involves a logistics cost analysis, as well as the ability to provide a cost effective, highly productive terminal to the carrier. Such studies have been developed by Martin Associates for the ports of Miami, Houston, Seattle-Tacoma (Northwest Alliance) Baltimore, Oakland, Palm Beach, and Jacksonville.

On a study for the Port of Cleveland, a detailed financial profile of a proposed deployment strategy and market capture was developed by Martin Associates. These market and cost studies were then presented to several carriers in Europe to demonstrate the feasibility of developing a liner service between Northern Europe and Cleveland. Martin Associates prepared the marketing material and delivered the actual presentations to the ocean carriers. As a result of this effort, Spliethoff Lines initiated service between Antwerp and Cleveland in 2014, and are expanding the service in 2015.

Martin Associates provides logistics studies for real estate/distribution center developers such as Prologis, Duke Realty, Cushman Wakefield, the Rockefeller Group, Fortress Investments, port authorities, and state, national and international transportation agencies. These studies include an assessment of port and inland distribution center locations; competitive logistics studies for port/distribution center locations and manufacturing center locations; and port choice analysis for beneficial cargo owners.

Martin Associates completed a detailed logistics study for the country of Jamaica, including an assessment of the domestic logistics/distribution sector. A key recommendation of that study was the development of a major transshipment hub in Jamaica, with a focus on the development of increased direct ocean carrier service into the country in order to reduce the consolidation and transshipment costs incurred currently by moving cargo to and from the U.S. This development has just been completed with the development of a hub for CMA-CGM at the Kingston Container Terminal. Another key recommendation of the Jamaica logistics study was the development of a logistics hub to serve the Caribbean markets, as well as the Americas trade by capitalizing on the opening in 2015 of the expanded Panama Canal. This logistics center is now being developed adjacent to the Kingston Container Terminal. Other recommendations of the study included improved customs clearance procedures including the establishments of a single window trade portal; increased warehouse capacity; improved highway infrastructure; reduced port costs; and the establishment of buyers groups to leverage increased direct Asian service into Kingston.

On another current and highly relevant project, Martin Associates assessed the feasibility of the development of a new multipurpose port in Trinidad, with an emphasis on local container traffic now handled at the Ports of Port of Spain and Point Lisas, transshipment hub and logistics center development to serve the Asian/South American trades, as well as the development of LNG bunkering operations, ore transshipment port, grain distribution infrastructure, and hydrocarbon load and discharge operations.

Martin Associates has performed several logistic and intermodal analyses for port authorities. These studies examine market demands, lease rates, inland transportation costs from port of entry to DC to consumption market, identify growth areas/commodities, potential market demand and distribution space needed. We have developed a detailed model that determines total logistics costs involved in moving cargo. It takes into account the inland transportation costs from port of entry to DC to consumption markets as well as a sensitivity analysis for land price, size of vessel (post Panama Canal Expansion in 2014), use of transloading to 53 ft. containers, etc.

For the USMX as part of the ILA contract negotiations in 2015, Martin Associates performed a detailed competitive logistics cost study of the use of West Coast ports, Gulf Coast ports, Canadian ports, Mexican ports and the Atlantic Coast ports to serve the Asian and South Asian trade lanes.

For the Pacific Maritime Association, Martin Associates has completed a detailed analysis of the use of the Panama Canal, Suez Canal and West Coast ports to serve the Asian container trade, and the impact of the West Coast port congestion that occurred in 2014/2015. The analysis focuses on shifts in market share between the West Coast ports and Atlantic and Gulf Cost ports based on detailed logistics cost analysis.

For the Florida Department of Transportation, Martin Associates has a developed an inland port logistics analysis to optimally locate inland port logistics center to maximize the use of Florida ports. The analysis includes the impact of distribution center location within Florida, and the identification of the optimal location of inland logistics centers to maximize the competitive advantage of Florida ports in the Southeastern port range.

For the Port of Baltimore, we evaluated the location of inland transload terminals to maximize the competitive advantage of the Port of Baltimore to serve the Ohio Valley region. On a similar study for the Commonwealth of Pennsylvania, Martin Associates evaluated the optimal location for the development of an inland logistics center to entice cargo throughput at the Port of Philadelphia.

Martin Associates has conducted numerous economic benefits studies of channel deepening and widening projects as well as studies regarding the economic benefits of channel maintenance dredging. The studies include market and logistics cost analysis as well as environmental and societal benefits of navigational projects. We have conducted these studies have been conducted for port authorities in support of channel deepening projects, as well as for the U.S. Army Corps of Engineers. These navigational projects include:

• Economic benefits analysis of widening the South Channel at PortMiami (2018)
• Economic benefits analysis of channel widening and deepening for the Port of Mobile (2018)
• Economic benefits analysis of widening the Houston Ship Channel ( 2019 and current)
• Economic costs of limits to navigation on the St. Lawrence Seaway in order to maintain water levels on Lake Ontario (2020)
• Economic benefits of replacing the Brazos River Flood Gates and the Colorado River Flood Gates (2018-2019)
• Economic benefits of deepening of the St. Johns River in Jacksonville (2014 and ongoing)
• Economic benefits analysis of maintenance dredging of the Texas City Ship Channel
• Economic benefits of deepening the Port Freeport shipping channel
• Economic benefits of channel deepening and widening for an LNG facility at the Port of Freeport
• Economic benefits of maintaining the Houston Ship Channel
• Economic benefits analysis of the maintaining the Matagorda Ship Channel authorized depth at Port Lavaca
• Economic impact study of the Port of Brownsville as well as an economic benefits analysis of maintaining the shipping channel and deepening the channel to accommodate not only Panamax size vessels for steel slab, but also to accommodate large oil rigs that are maintained and repaired by one of the Ports tenants
• Economic benefits of deepening the Port of Galveston Shipping Channel
• Economic benefits of maintaining the C&D Canal at its current depth
• Economic benefit-cost analysis of maintaining the Port of Baltimore’s main shipping channel at 50 ft.
• Economic benefits of deepening the Port of Miami Shipping Channel to 50 ft.
• Economic benefits of maintaining the authorized depth of the St. Mary’s River on the Great Lakes
• Economic benefits of maintaining the Port of Oakland Shipping Channel
• Economic benefits of deepening the Port Everglades Shipping Channel

Martin Associates has just completed the benefits cost analysis of deepening the Saginaw River (MI). The analysis focused on the competitive logistics costs of moving aggregates and grain on deeper draft vessels on the River, compared to light loading the vessels for further transit along the shallower reaches of the River.

Coming soon!!

In addition to our work in the seaport and airport industries, Martin Associates has conducted several economic impact studies for academic institutions such as the University of Maryland School of Law, Texas A&M, Galevston, and Millersville University in Lancaster PA. Additionally, Martin Associates conducted enrollment market studies for several schools in Lancaster, PA including Lancaster Country Day School, the Hempfield Area School District, Northern Lebanon County School District, Warwick School District, Lancaster City Schools, and Downingtown School District.

Martin Associates recently conducted an economic impact study for the Fulton Theatre in Lancaster, PA, and has conducted studies for Lancaster General Hospital and the Milwaukee Summerfest.