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September 17 2018

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42 The Journal of Commerce | September 17 2018 Surface Transportation Open a map and you'll see a few middle-market cities where shippers can benefit from ARP in Murray County.. Take Chattanooga, Tennes- see, for example, nearly six hours from the Garden City Terminal in Savannah but only an hour from the ARP. Based on distance, which is the foundation of trucking rates, Chattanooga is 45 miles to the ARP versus 365 miles to Savannah, possi- bly a significant cost savings. "A driver may be able to get to Chattanooga in one day, but they cannot get home that night," said Griff Lynch, the GPA's executive di- rector. "That's a problem and they're going to charge you for that. On the rail side, that's not a problem. If there are customers in Chattanooga, however, a carrier can do multiple moves in one day, there you go. That's a system that will work really well for everyone involved." Ultimately, though, he said the goal is to make the ARP competitive with truck service, even though it'll be difficult to match the quickness. Assuming that overnight service will be the norm to the ARP, however, the difference between a six-hour dray and overnight service with a con- tainer available the next morning or afternoon may be minimal compared with team truckload versus inter- modal on a cross-country long haul. There's also Birmingham, Alabama, about six hours from Savannah but only three from the ARP, although CSX and Norfolk Southern Railway already offer two- to three-day service. Distance-wise, the ARP shaves a 400-mile, one-way dray to 188 miles. That's not as stark as Chattanooga, but nevertheless an intermediate option for shippers unwilling to pay the truck rates, but also concerned about the length of transit to Birmingham. For cargo owners south of Nash- ville, a layover charge will be elimi- nated in virtually all cases. CSX runs service five days a week from Savan- nah to Nashville but plans to elim- inate 10 of 11 interline routes with Union Pacific Railroad in mid-Sep- tember. Transit times are about three days. NS does not serve Nashville. In comparison, CSX offers ser- vice six or seven days a week from Savannah to Memphis, Tennessee; Louisville, Kentucky; Cincinnati, hours wasted sitting in highway traffic, lines to a terminal, or looking for a chassis. Eleven hours behind the wheel means 11 hours. Because these regional drayage deliveries qualify for an ELD, cargo owners must be aware of time. Inland ports offer a way to solve the clock by shortening the final mile. By devoting fewer miles to trucks, a more expensive mode of transporta- tion, and shifting them to railroad, an average shipper should spend less money while also finding a solution to ELD constraints. "We plan on using it as a cost-savings initiative," said Steve Bevan, director of transporta- tion and logistics for Calhoun, Georgia-based Mohawk Flooring. "Instead of trucking from Savannah to North Georgia, we'll pick up the containers in Chatsworth at the ARP, and truck it from there to our locations. We're going to use it as much as we can. It's a significant cost savings for us." BENEFICIAL CARGO OWNERS in Geor- gia, Alabama, and Tennessee have another option for the final-mile delivery of containers arriving in Savannah with the opening of the Appalachian Regional Port (ARP) in Murray County, Georgia, served by CSX Transportation. The new alternative presents shippers with choices to decide what is best for their supply chains from a time and cost perspective. The ARP, based near the northwest border of Georgia, wouldn't necessarily be the quickest option compared with an all-truck move, but the Georgia Ports Authority (GPA) believes the overnight service would be close enough that cost savings could be worth waiting a few extra hours. Inland ports have gained new significance this year because of the electronic logging device (ELD) mandate, requiring drivers to dig- itally track their hours in service. Gone are the days of fudging a paper logbook to complete a job to deduct Appalachia rail A new inland port extends Savannah's reach and gives shippers more choices in final-mile routing By Ari Ashe Improved rail access has led to increased interest from shippers and manufacturers. Georgia Ports Authority/ Stephen B. Morton Trucking | Rail | Intermodal | Air & Expedited | Distribution

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