DELAWARE FREIGHT & GOODS MOVEMENT

PLAN
EXECUTIVE SUMMARY

Purpose & Principles

The purpose of the Delaware Freight and Goods Movement Plan is to provide a specific
plan of action for the Delaware Department of Transportation’s (DelDOT)
implementation of the Statewide Long-Range Transportation Plan, which sets forth key
strategies to guide planning and investment over the next 25 years. The Delaware Freight
and Goods Movement Plan is intended define actions and investments that DelDOT
should make to improve the movement of freight in Delaware. This Plan identifies
freight and goods movement issues, develops solutions to encourage the efficient and
economical movement of goods and materials, and establishes priorities for
improvements through the year 2020.

The Plan was developed within a framework of three goals set forth in DelDOT’s
Statewide Long-Range Transportation Plan. These goals guiding freight planning and
investment are:

• Provide a safe freight transportation system that sustains or improves existing

levels of freight access and mobility;
• Support the state’s economic well-being, while remaining sensitive to
environmental needs and concerns; and
• Achieve efficiency in operations and investments in the freight transportation
system.

The DelDOT LRTP reflects the growing government interest in freight transportation, as
reflected in the landmark ISTEA legislation of 1991. This federal program led many
states to understand and work proactively with freight shippers and carriers, rather than
continue a legacy of reactive projects and policies. The other major pillar of the LRTP is
the State of Delaware’s quality of life policies represented by the Livable Delaware
guidelines. These directives present the direction for and provide some mechanisms to
achieve a community-friendly vision for development, including transportation and land
use. DelDOT must balance the often-conflicting but interconnected needs of the state’s
businesses and citizens.

This plan was developed as a pragmatic approach to the needs of the freight system in
Delaware. It was designed around statistical evaluation of freight movements into and
out of Delaware, supplemented by more-focused interviews with key industry
stakeholders to understand the industry trends and specific local issues confronting the
shippers and carriers. Based upon this evaluation, a plan of specific actions has been
developed, covering a broad range of activities and directly affecting many modes.

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 Why is freight transportation important?
The effectiveness and efficiency of freight transportation is a major factor in
manufacturing costs and, directly and indirectly, in retail costs. Manufacturers look for
reliability, speed, and quality control in the carriers that deliver their raw materials and
deliver their finished products. If shipments of raw materials do not arrive on time, all
other processes are affected, degrading productivity, which in turn affects total company
costs. On the retail side, sellers now assume that the cost of transport will be less than
the cost of maintaining large inventories (and paying for additional real estate to house
it). This process, called ‘just-in-time’ inventory, is now widespread and points to the
overall strength of our transportation system. However, as congestion affects
transportation reliability, costs will increase because reliability will be a premium –
affecting the price of retail items from bread to basketballs at the local distributor. The
movement of freight may be slightly mysterious to the average consumer, but it is crucial
to maintaining the high quality of life that we expect. Additionally, transportation jobs
generally pay well and, through multipliers, this income positively affects the local
economy in a direct way as well.

Trends in Freight Transportation

National trends and local conditions affect the future of Delaware’s industries – including
how they receive and ship their freight. Many trends are and will continue to affect
Delaware. Combined with the unique geography of the region and historical legacies, the
trends are shaping the way freight services will be delivered and projects constructed.

Trends and conditions include:

• Most retailers have switched to ‘just-in-time’ stocking procedures, which eliminates

in-store inventory, and demands reliable freight delivery (usually by truck).

• On-line/catalog sales continue to

increase – which will increase the
number of local delivery (UPS,
FedEx) trips.

• Chronic shortages of qualified

drivers and increasing fuel costs
are affecting the viability of many
truck companies.

• Roadway congestion will continue

to increase – especially in newly developed suburban areas – affecting the ability of
trucks to deliver reliable and cost-effective service.

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• Increased development (especially residential) and congestion leads to more
truck/auto conflicts and other nuisance complaints against trucks.

• Most of Delaware’s rail system is, functionally, a spur of the national system, served
via the Amtrak-owned Northeast Corridor route – this restricts the reliability and
quality of freight rail service to most of Delaware.

• Most of Delaware’s rail lines are underutilized – Delaware trails the national average
in percentage of freight carried by rail.

• National trends toward heavier (286,000 lb.) railcars could affect some key Delaware
businesses because the infrastructure does not exist to accommodate them.

• Intermodal traffic (truck trailers or shipping containers on rail flatcars) is the fastest
growing sector of the national rail industry. Delaware is presently served from rail
intermodal terminals in Pennsylvania and Maryland.

• The Port of Wilmington has a strong niche market in fruit, but also has room to
expand into other valuable cargoes, as long as efficient landside access can be
maintained.

• The Port of Wilmington may gain cargo because larger, deeper-berth ports (such as
New York/New Jersey) simply lack capacity to process additional cargo on-site.

• Delaware has many excellent air cargo facilities, including the Dover Air Force Base,
but there is not a market for high-value imports/exports at present that could
efficiently utilize that capacity.

• Intermodal (ship-to-truck, truck-to-rail, etc.) or local freight (factory-to-interstate,

highway-to-port, etc.) connections have been long been neglected by policy choices
and the priority of other projects, and need to be considered if freight facilities are to
continue to develop in the state.

A Vision for the Delaware Freight System

In order to proceed from the general strategies of both the Statewide Long-Range
Transportation Plan and the Freight and Goods Movement Plan to the specific, a vision
for the Delaware freight system in 2025 was developed based on input from many
stakeholders and sectors of the Delaware economy. The vision is clearly within reach
over the next 20 years, and the required capital investments are not unreasonable. The
vision includes:

• A seamless freight system that serves the state in which each mode performs the
service function for which it is inherently best suited. New terminals and the initiation
of new operating policies and agreements among freight carriers, shippers, DelDOT,
and other relevant public entities facilitate the intermodal flow of goods.

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• The reliability and quality of Delaware’s rail service has been strengthened through
(a) provision of a new track on the Northeast Corridor that is devoted primarily to
freight, (b) restoration of the Christina River rail bridge, (c) return of through-freight
train service to the Shellpot Secondary and Edgemoor Yard, (d) upgrading of existing
rail service throughout the state in terms of quality and consistency, and (e) increased
utilization of rail service in areas below the Chesapeake & Delaware Canal.
• The Port of Wilmington has excellent water, highway, and rail access through (a) rail
system improvements that allow tri-level auto carriers and double-stack container
access, (b) major road and land use improvements in the immediate vicinity of the
port that facilitate truck movements between the port and I-495 and provide a
comprehensive truck service facility, and (c) on-site port improvements that provide
deeper berths on the Delaware River, port expansion space, and a more efficient
internal circulation system.
• Trucks move safely and efficiently over a statewide system of major truck corridors
with appropriate connections to principal freight generators. The trucking industry is
informed as to the characteristics of the state’s highway system and the ability of each
part of the system to accommodate trucks of different sizes and weights. Real-time
traffic data is available to truckers in their vehicles, as well as assistance in
identifying alternative routes to avoid congestion.
• Through the design of new highway facilities and the upgrading of design
characteristics of older problem locations, trucks are moving more smoothly and
safely through intersections and interchanges on Delaware’s highways, with less
damage to trucks and to highway signs, curbs, traffic islands, and pavements.
• Motor carriers take advantage of streamlined electronic registration and credentialing
of trucks and make fewer stops for roadside inspections because of interstate and
interagency sharing of records.
• A coordinated system using weigh-in-motion detectors and portable scales are
employed to enhance truck weight and safety enforcement.
• A truck-to-rail intermodal transfer yard has been established in Delaware to serve the
entire Delmarva region.
• A proactive joint transportation and economic development initiative has brought new
industry and business to downstate railroad corridors, creating new jobs and tax
revenue, as well as strengthening the position of short-line operators.
• High-value and time-sensitive product shippers take advantage of Delaware’s
excellent airport facilities, stimulating the development of regularly scheduled
airfreight services.

Achieving Delaware’s Goals

Because DelDOT directly controls only one aspect of the freight transportation system in
the state (the infrastructure of the roadway network), extensive cooperation with others is

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mandatory. Partnerships must be forged with private sector freight carriers, shippers, and
industry, as well as local governments, in working toward the goal of improving the
freight transportation system, which includes infrastructure, services and business
practices. DelDOT policies and investments can help to leverage private investments and
working relationships, thereby magnifying the positive contributions of state action.

Limited capital funding must necessarily be directed at key bottlenecks and improving
the productivity of the existing transportation network.

Plan Implementation Priorities

From a review of the freight issues and proposed improvements, several improvement
projects clearly emerge as the keys to developing a better freight and goods movement
system for Delaware. In general, the projects are listed herein in priority order, by mode.

Projects crucial to maintaining the viability of existing businesses must take precedence
over all others. Provision of reliable rail service by the Norfolk Southern Railway (NS),
Delaware’s major interstate rail service provider, via the Amtrak-owned Northeast
Corridor (NEC) route to Pennsylvania and Maryland, is absolutely critical for the
economic sustainability of the auto, poultry, and power-production industries. Without
rail service, these industries would be only days or weeks from total shutdown from lack
of key supplies. Ensuring future access for freight rail is a top priority – thus the
Perryville-Newark/Wilmington freight-only NEC track is the highest-priority project
among the modes.

Because the trucking industry, in general, has more redundancy in routing and flexibility,
its projects are less imperative in terms of potential imminent jeopardy to businesses.
However, long-term trends in trucking, especially because of its shared use of highways
with auto traffic, require solutions that must become integrated into standard operations
at DelDOT. Freight and truck concerns and requirements must be considered with every
aspect of road building and maintenance.

Project recommendations that benefit trucking are generally more systemic in nature and
will be provided more slowly as programs, such as pavement rehabilitation or weigh-in-
motion (WIM) site activation, are rolled out as part of the continuing DelDOT project
development process. Nevertheless, because of trucks’ shared use of the roadway
network, traffic conditions are more likely to change rapidly due to new land uses (likely
non-industrial), so changes or needs for projects such as bypasses or traffic safety may
develop quickly and become priorities.

These implementation priorities are consistent with the freight plan strategies and will
make the greatest contribution toward the three basic goals relating to transportation
system safety, efficiency, and support of the state’s economic and environmental well-
being.

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 Proposed Modal and Intermodal Freight System Improvements
In order to implement the vision for the Delaware freight system, an extensive list of
recommended improvements was prepared based on interviews with stakeholders and
prior studies. Proposed improvements are summarized by mode in the following
sections.

Motor-Carrier Freight Improvements

1. Classify roads according to their ability to safely accommodate vehicles of
various sizes and weights, sign and enforce restrictions on roads with severe
safety and operating constraints, and map the system for broad distribution to
the public and trucking industry.

There is a need in Delaware to define an expanded system of roadways that will be

improved, where necessary, and maintained to safely accommodate various sizes and
weights of commercial vehicles. The objective is to optimize the facilities needed for
freight and goods movement and to stimulate commerce, while at the same time ensuring
that public safety and the quality of life of adjacent communities are protected.
Identification and designation of those roadways with high truck traffic will help the
DOT and law enforcement agencies better focus maintenance and safety projects to those
areas. The principal steps in implementing this recommendation are:

a) Inventory the existing highway system and identify physical factors and conditions
that may constrain the safe operation of commercial vehicles. Of particular concern
are lane widths, pavement and bridge load restrictions, vertical and horizontal
clearance constraints, vertical and horizontal curvature, and shoulder availability and
width.
b) Identify existing major truck corridors throughout the state. This will require an
extensive program of vehicle classification counts on all routes that are known or
thought to have significant truck volumes. This should include local connectors to
major generators of truck traffic, such as terminals and major industries.
c) Based upon the results of the preceding tasks, classify all state roadways as to their
existing ability to accommodate safely 102-inch-wide twins and 102-inch 48- and 53-
foot semitrailers and trailers. Also, identify those sections that could have limited
approval for vehicles that are 102 inches in width, but for which length restrictions
may be appropriate. Desirably, 102-inch twins and 102-inch 48- and 53-foot
combinations should not be allowed on roadways having travel lanes that are less
than 10 feet wide. Roadway sections and bridge locations with restrictions resulting
from load limits, clearance constraints, or unique environmental or scenic concerns
should be identified and mapped along with the roadway classifications described
above.
d) The mapped existing conditions and classifications should be compared to the
network of major truck corridors defined in item 2 above to identify roadway sections

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 and structures in major truck corridors that cannot accommodate Surface
Transportation Assistance Act (STAA) standards for vehicles. These sections are
candidates for capital improvements that would eliminate the operating constraints
and allow the safe operation of large trucks and combinations throughout the system
of major truck corridors.
e) Route sections on which certain truck sizes or combinations should not be allowed to
operate should be posted in the field and the restrictions enforced by state police and
local law enforcement personnel.
f) Maps of the classified route system should be mass-produced for wide distribution to
the trucking industry and other interested parties. The maps could include other
information on state regulations affecting truck operations in Delaware, as well as
information on the location of public truck rest areas and private truck stops.

2. Identify communities where bypasses may be warranted because of through

truck movements and initiate project planning studies.

To improve freight movement in designated major truck corridors and to reduce adverse
community impacts, bypasses may be warranted for some communities. A bypass may
involve designating existing roads as a truck route around a congested area or
construction of a new roadway. By focusing on routes that are part of the system of
major truck corridors, improvement priorities can target those projects that will produce
the greatest benefit in easing truck movements and relieving community pressures and
impacts. Factors that should affect improvement priorities include the volume of through
trucks that would be diverted to a bypass and the amount of relief (e.g., improved level of
service, reduced noise levels, etc.) that would accrue to the old route as a result of
building a bypass. Any DOT policy on bypasses needs to consider the effect of land use
on traffic and how local communities will plan their land uses to maintain the viability of
a constructed bypass route. If a bypass cannot practically be developed, strategies to
control adverse effects heavy traffic (such as traffic calming, increased enforcement,
education, etc.) should be employed.

3. Develop a plan to improve truck access and operations in the vicinity of the Port
of Wilmington.

The Port of Wilmington is located within a half-mile of I-495 via an interchange with
Terminal Avenue. This proximity to the Interstate system provides the port with excellent
regional and interregional access to a large market area. However, local roadway and
interchange conditions tend to degrade the efficiency and effectiveness of truck service to
the port. Moreover, the state and local governments are failing to capitalize upon the
economic development opportunities associated with this unique intermodal location.

The port’s 1997 Master Plan calls for new roadways within the port property to better
accommodate access to ship berths and storage areas, particularly for the auto
import/export trade. However, that plan stops at the port’s property line and does not
include the possible need for broader, related roadway improvements in the surrounding
area, such as on Christiana Avenue, Pigeon Point Road, and possible new connections to

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the port. A plan to improve truck access and operations around the port should assess the
need and develop specific proposals for new roadways and ramps.

Problems with the design of certain ramps at the Terminal Avenue/I-495 interchange
have created difficult operating conditions for trucks. Informal, roadside truck parking
and a lack of access management along Terminal Avenue creates hazardous conditions
associated with vehicles pulling on and off the roadway. These movements also break-up
the pavement and create ruts along the roadside. There is a need to analyze these
problems and make improvements to the interchange and Terminal Avenue.

There is also a need for a full-service truck stop and service facility in the vicinity of the
port, given the hundreds of daily truck trips to the port and nearby industries. Such
facilities could meet the need for an additional truck rest area in northern Delaware and
provide needed off-street short-term and overnight truck parking.

It is recommended that a comprehensive transportation and land use study be conducted

for the area surrounding the port to identify existing and projected future transportation
improvement needs, including both roadway and rail-intermodal improvements. It would
identify desirable land development and redevelopment proposals to make the most
effective use of the valuable land adjacent to the Port and to capitalize upon the unique
intermodal accessibility of this location.

4. Review roadway and intersection design criteria and standards with

representatives of the trucking industry to consider modifications to facilitate
truck operations, especially in major truck corridors.

The Delaware Motor

Transport Association
(DMTA) and trucking
companies have
identified numerous
locations throughout
the state where trucks
have difficulty
operating safely,
because of inadequate
turning radii, lane
widths, ramp configuration and grades, signs, shoulders, pavement, and other factors.
More than 70 percent of the shippers and carriers using trucks in DelDOT’s 1998
Customer Satisfaction Surveys said that interchanges with ramps that trucks can
negotiate, wide intersections with turning lanes, and well-planned sequencing and timing
of traffic lights were “extremely important.”1 This response was consistent with the
results of the 1997 surveys.

1
1998 DelDOT Customer Satisfaction Surveys. Prepared for DelDOT by Frederic R. Harris, Inc.

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It is recommended that DelDOT’s design engineers review roadway and bridge design
criteria and standards with representatives of the trucking industry to get their insights on
issues and problems faced by the industry in using the state’s highways. These insights
may foster modifications to design criteria and standards, especially for application to
projects in major truck corridors.

Traffic forecasts that are prepared to guide the design of roadway improvements often do
not reflect or highlight potentially greater truck usage of such facilities, and thus, the
designs do not include special consideration of their unique requirements. Therefore, it is
recommended that any roadway or bridge improvement project or new land use
development on a major truck corridor should have a specific estimate of truck traffic and
an identification of truck operational issues for input to project design.

5. Expand the statewide deployment of joint weigh-in-motion (WIM) and traffic

counting stations, and ensure the provision of safe roadside enforcement areas
for each facility.

Delaware needs to expand its monitoring and

enforcement of commercial vehicle weight restrictions
and to initiate a continuing, comprehensive traffic
counting program for commercial vehicles throughout
the state. These two needs can be satisfied through a
joint program to employ the existing WIM sites in
major truck corridors across the state, using that
information to target enforcement efforts. WIM sites
would be paired with safe truck pull-off areas that
could be used for enforcement by the State Police
Truck Enforcement Unit using portable scales.

As full operation of all WIM sites may be cost

prohibitive, variable employment of four to five sites at
a time on a rotating basis might be effective to identify
trouble spots. The system of major truck corridors
should be reviewed in establishing WIM/traffic counter
sites to ensure reasonable coverage of major routes and
critical areas, as well as broad geographic coverage.

6. Expand Intelligent Traffic Management System (ITMS) traveler-information

services to improve the availability of timely data on traffic conditions to
truckers.

Real-time information on traffic and roadway conditions is now available to truckers

(and other motorists) primarily through variable message signs (VMS) on the roadways

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and the Travelers’ Advisory Radio System (TARS). Several other sources are available
through the Internet, but these not are generally not accessible to truckers on the road.

Telematics, which are in-vehicle wireless systems and services using Global Positioning
Systems (GPS), can provide motorists the ability to communicate in the event of an
emergency, timely prompts of road hazards and traffic conditions, and accurate route
guidance in unfamiliar territory.2 The private sector is likely to offer both in-vehicle
hardware and information services that truckers and others can tap into to facilitate travel
through congestion caused by highway incidents or chronic highway system overload.

With the growing emphasis on just-in-time deliveries, timeliness and reliability in freight
operations will become increasingly important. DelDOT should look for ways it can help
to improve freight schedule reliability by expanding the provision of traveler information
through its ITMS and in cooperation with other groups, such as the I-95 Corridor
Coalition. Cooperation with its neighbors in the sharing of traveler information is
particularly important for Delaware, because so many of its truck freight trips have
origins or destinations outside the state, and these trips can become embroiled in traffic
tie-ups in adjacent states.

During the stakeholder interviews, a representative of a major industry that is also a

significant generator of truck trips expressed a desire for more, real-time information on
road maintenance and repair work schedules. This company receives extensive deliveries
from local suppliers on a just-in-time basis, and these deliveries are often disrupted by
local roadwork. DelDOT currently provides detailed information on planned and on-
going road maintenance and construction projects through its website and by radio via
WTMC-AM. It may be useful for DelDOT to send periodic notices to the logistics or
transportation directors of major companies with significant truck activity to tell them
where they can get reliable and current information on road construction and
maintenance.

7. Develop truck rest areas to address problems of driver fatigue.

It is recommended that at least two new truck rest areas be developed in Delaware: one in
the southern half of the state on either U.S. 13 or U.S. 113, and the other in the northern
half of the state, possibly on I-495 near the Port of Wilmington. These facilities would
provide driver amenities, such as rest rooms and vending machines, and safe short-term
and overnight parking for driver rest. A recent forum on truck rest areas suggests a
consistent spacing of 100 kilometers, or approximately one hour apart, for such facilities
in major highway corridors.3 Provision of rest areas in the northern and southern parts of
the state would achieve roughly a one-hour spacing of such facilities in Delaware. The
Federal Highway Administration has developed planning and design guidelines for
estimating rest area truck parking requirements that will be useful in locating and

2
C. Kenneth Orski. “The Telematics Boom – Fact or Fiction?” Traffic Technology International. August-
September 2000.
3
Rest Area Forum: Summary of Proceedings. Federal Highway Administration. June 1999.

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planning these proposed facilities.4 Co-location with commuter Park & Ride facilities
may also be possible (at state-owned sites only).

8. Implement electronic registration and credentialing of commercial vehicles

and sharing of credentialing information with other states and Delaware
enforcement personnel.

DelDOT should implement the recommendations in its ITS/CVO Business Plan to

streamline registration and licensing procedures and facilitate the sharing of commercial
carrier records with other states and enforcement agencies. An electronic credentialing
system will allow motor carriers to submit registration requests and associated data
electronically via the Internet, which can result in huge savings of person-hours,
especially for companies with large fleets.

The ITS/CVO Business Plan proposals also include the development of data systems that
will provide field enforcement personnel with real-time information on a vehicle’s
registration, tax, and safety record. This information will be electronically updated to
reflect the results of field inspections or stops and shared with enforcement personnel in
other states. This will expedite field inspections and allow law enforcement to focus on
trucks and drivers with poor records, improving the effectiveness of the limited number
of police dedicated to truck enforcement.

Proposed Rail and Intermodal Freight Improvements

Rail and intermodal freight improvements are discussed together, because rail is involved
in all intermodal improvement proposals. Northeast Corridor (NEC) freight access
improvements are covered first because they are the key to any significant improvement
to rail and intermodal service in Delaware.

4
Commercial Driver Rest Area Requirements: Making Space for Safety. Prepared for the Federal Highway
Administration by the Trucking Research Institute, Apogee Research, Inc., and Wilbur Smith Associates.
May 1966.

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1. Develop a new track on the NEC between Newark, Delaware, and Perryville,
Maryland, to be used primarily for freight.

An engineering study should be conducted to determine the feasibility of a new, 21-mile

track with 20’6” clearances within the existing right-of-way of the NEC between Newark
(Iron Interlocking) and Perryville. This track would be used primarily for freight service.
The study would also examine the feasibility of connecting the new track to the existing
Track A at Iron Interlocking, as well as a short extension of the parallel tail track and its
connection to Track A in order to increase operating flexibility near the Newark Yard.
The new track would provide continuous hours of freight access between the yards at
Harrisburg, Pennsylvania, and Delaware origins and destinations.

The study would also document rail operating efficiencies that could be achieved, such as
improved freight car and train crew utilization. In addition, the study would address
economic and environmental impact issues, as well as the undertaking of rail
infrastructure improvements outside Delaware. The Delaware Economic Development
Office (DEDO), Amtrak, and the State of Maryland should be active participants in the
study.

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The government of Cecil County, Maryland has expressed interest in extending
commuter rail service from Newark into the county, perhaps to Perryville, using the same
NEC right-of-way. The feasibility study could include consideration of shared freight and
commuter rail use of the new track, but still meeting on-demand freight service
capability.

2. Restore the Christina River movable rail bridge and Shellpot Secondary
operations, including direct, head-on access to the Port of Wilmington.

DelDOT is providing financial, technical, and political assistance to Norfolk Southern for
the restoration of the Shellpot Secondary movable bridge and approach track structure at
the Christina River, as well as the restoration of Edgemoor Yard to eliminate freight
movements on the NEC through the Wilmington passenger station. Restoration of the
Shellpot Secondary would provide improved local service to customers in Delaware, as
well as allow the initiation of general merchandise, through-train service on the NEC,
with service at Edgemoor Yard.

Restoration of the Shellpot route is a necessary element in the provision of quality rail
freight service to Delaware and the Delmarva Peninsula, as well as in promoting
increased rail traffic. Additionally, restoration of the Shellpot route eliminates the need
for the existing freight traffic on the viaduct through the Wilmington passenger station.
Elimination of heavy freight cars through the station will reduce stress on the station
structure below, contributing to lower maintenance costs for the station and viaduct.

3. Develop a freight-only track on the NEC between Edge Moor, Delaware, and
Marcus Hook, Pennsylvania, connecting to the freight-only Chester Secondary
and the Conrail Philadelphia/South Jersey Shared Asset Area.

DelDOT should study the feasibility and capital cost of a freight-only, high-clearance rail
route between Philadelphia and the Edgemoor Yard. This track would be developed
within the right-of-way of the NEC between the Bell and Hook Interlockings, a distance
of 5 miles. A connection would be built to the Chester Secondary, which is within the
Philadelphia Shared Asset Area. This connection has the potential to improve the quality
of rail freight service between Delaware and points north. The study would build upon
findings from the feasibility analysis of improved clearance access to Newark and the
Port of Wilmington.

4. Expand the operational function and capacity of the Edgemoor Yard to

accommodate general merchandise, through-train service on the NEC.

In conjunction with restoration of the Christina River movable bridge, the Edgemoor
Yard would regain a major role as an origin for local train service in New Castle County,
because through-freight trains would set-off and pick-up traffic at the yard. The
Edgemoor Yard would perform some of the functions now performed at Newark, such as
serving Reybold Industrial track customers at Delaware City. The proposed change in
function at Edgemoor Yard would require restoration of some track capacity to

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accommodate increased switching and through-train activity. Present use of the yard for
rail access by Dupont’s Edge Moor titanium dioxide plant would have to be
accommodated in any revised yard configuration and functions. The reduced level of
activity at the Newark Yard could provide capacity for other functions, such as increased
rail traffic to Daimler-Chrysler, including NS Triple Crown intermodal service.

5. Prepare a Delmarva rail service contingency plan.

In association with state rail agencies in Maryland and Virginia, DelDOT should take the
lead in preparing a contingency plan for Delmarva rail service, premised upon the
possible loss of unit coal train traffic if the Indian River generating station were to cease
operation, or convert to an alternative fuel. Loss of this traffic, with or without the loss of
other significant bulk volumes on the Delmarva, would alter the strategic value to NS of

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lines south of the C&D Canal. The contingency plan should explore the creation of a
multi-state, regional authority to acquire these assets and lease them to a regional rail
carrier in the event of a significant decline in the interest and commitment of NS to this
service. The regional carrier would provide an integrated local service on the Delmarva,
including local rail movements of corn, soybeans, and other commodities. A multi-state
regional authority could also discuss other rail service issues of mutual interest through
regular meetings with NS.

6. Improve the rail interchange in Wilmington to allow CSXT better access to

the Port of Wilmington or encourage NS and CSXT to negotiate more
efficient handling of interchange traffic.

The interchange at West Yard in

Wilmington between NS and CSXT
has a restricted vertical clearance that
does not accommodate covered tri-
levels. It is not certain that automotive
traffic between CSXT/West Yard and
the port would use this route, even if
an adequate clearance were available.
Commercial, rather than operating
reasons, would likely prevail, because
neither NS nor CSXT would
intentionally short-haul itself.

One approach is to perform a traffic

analysis of the feasibility of NS and
CSXT interchanging Delaware traffic
at other locations, such as Bay View
Yard in Baltimore and/or Philadelphia,
to determine if a local interchange
would be more efficient and beneficial
for both the railroads and Delaware. A formula, similar to a haulage agreement, may be
feasible. Port of Wilmington officials may find this to be a satisfactory way to obtain
port access by both railroads.

7. Develop an intermodal terminal in Delaware.

Implementation of the preceding, recommended rail improvements should achieve the

quality of downstate rail access needed to provide reliable intermodal service. If
commercial prospects also indicate promise, an intermodal terminal, scaled to the traffic
level, could divert some truck traffic from highways and would add traffic to the
Delmarva rail network.

Due to the relative proximity of Delaware to Norfolk Southern and CSXT’s Philadelphia
intermodal terminals, there is little demand for a similar facility in Delaware. However,
intermodal terminals can be developed at relatively low capital cost by using RoadRailer

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and/or other
technologies.
Instead of trailer-
on-flatcar-type
configurations
where the trailer
sits upon the rail
car, RoadRailer
utilizes a rail-
wheel ‘bogie’
placed under the
rear and front of
the truck trailer,
converting it into
a rail car. These
intermodal
technologies do not require expensive lift equipment or extensive locomotive horsepower
per revenue ton, since they have a low tare weight compared to traditional intermodal
configurations. This type of intermodal yard requires only about 15 acres of relatively
flat land with good rail and highway access.

8. Improve the rail interchange between the NS and the Maryland & Delaware
(MDDE) rail lines at Frankford, Delaware.

The Frankford interchange between the NS and the MDDE should be relocated to a point
north of the existing inefficient interchange. A new interchange will also assist industries
that may employ unit grain trains.

Interchange switching requires many back-and-forth train movements across the streets in
Frankford, because cars are being delivered to, or received from, the NS and MDDE. An
NS train coming into Frankford from the north has two basic functions in addition to
serving the Mountaire Farms feed mill: (1) leave cars for the MDDE and (2) pick up cars
left previously by the MDDE for NS. Because of limited tracks in Frankford, picking up
and leaving cars requires many back-and-forth movements, as groups of cars are
uncoupled, placed on one track, then another group of cars are coupled and moved to
another track.

Inefficient switching and interruption to highway traffic in Frankford could be eliminated

by the construction of a new interchange track facility north of town. For purposes of
this report, the need to accommodate a 50-car unit train is assumed. The track facility
should be the equivalent of about a mile in length, allowing about 3,000 feet for a unit
train and about 2,000 feet for about 35 other cars.

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9. Work with the poultry industry to achieve efficiencies associated with 75-car
unit grain trains at feed mills, including rail car siding length requirements.

The poultry industry is currently considering the use of 75-car unit grain trains instead of
the existing 50-car trains. If the economies and efficiencies of the longer trains are
sufficiently attractive to the poultry industry to justify its investment in either expanding
existing facilities or developing new ones, state and local agencies may be able to assist
in implementation. This assistance could take several forms, including working with the
railroad to resolve possible land use impacts and grade crossing questions.

Proposed Waterborne Freight Improvements

The discussion of proposed waterborne freight improvements focuses primarily upon the
long-range vision for the Diamond State Port Corporation’s (DSPC) Port of Wilmington.
Preceding sections on proposed rail, intermodal, and motor carrier freight improvements
include projects to improve landside port access and land use and circulation conditions
in the area surrounding the port. The generalized description of proposed improvements
discussed below are drawn from the DSPC Master Plan report, and the reader is referred
to that document for a more detailed description of and rationale for them.5 The long-
term vision for the port is that all berths will be located on the Delaware River in order to
assure the port’s efficiency in handling ocean-going vessels.

Proposed Port Improvements

The 1997 Master Plan identified 24 improvement projects, having an estimated cost of
$235 million and implementation staged through 2018. The Master Plan recommended
improvements in several areas including land use and acquisition, ship berthing,
warehousing and value-added services, and internal circulation.

The Port is somewhat constrained in its operations by the necessity for vessels to
maneuver in and out of the Christina River. The rapid silting of the Christina River
channel and berths is an added expense and complication for port operations. New berths
that are proposed for development on the Delaware River will not silt-up as rapidly as the
existing berths and will be deeper and easier to access from the Delaware River channel.

Improvements in warehousing and storage will focus on expanding existing businesses,

such as auto import/export and refrigerated fruit warehousing. Improved facilities will be
attractive to new businesses as well.

5
Port of Wilmington Strategic Master Plan. Prepared for the Diamond State Port Authority by Vickerman
Zachary Miller. June 1999.

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While the Diamond State Port Corporation is responsible for and is receives state funding
to develop infrastructure and operations within the port, various land use, environmental,
and transportation agencies have jurisdiction of the areas outside the port.

DelDOT can work with the port to ensure that traffic circulation in the areas adjacent to
the port and access to and from the port is maintained at an optimum level. DelDOT has
expanded Terminal Avenue to four lanes and installed a signal light at the intersection of
Terminal and Pigeon Point Road to facilitate truck movements to and from nearby I-495.
DelDOT may also assist in developing truck support/rest areas that serve the port area as
well as coordinating improvements in rail service to the port.

As with most businesses, operations at the port are subject to the fluctuations in economic
trends and strategies of private businesses. While the Port can attempt to plan for future
conditions, trends, and business opportunities, they must remain flexible to respond to
rapid and dramatic changes in tenants and their desired services. Long term goals and
visions can be laid out in a plan, but the other elements may be subject to change to
accommodate market or customers. The DSPC may change these plans, but certain
principles, such as the importance of reliable and efficient transportation will remain and
close coordination between the DSPC and DelDOT will allow mutually supportive
planning and operations.

DelDOT will be an active partner in discussions of port-supportive land use development

in the area with the ultimate goal of creating a ‘Freight Village’ in the vicinity of the Port.
The ‘Freight Village’ concept involves the development of a nexus of port-supportive
services around a port that add value to import and export products, thus adding to the
efficiencies offered to potential port tenants and adding higher-paying jobs to the local

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economy. Transportation services, such as well-maintained roadways, rail access, and
intermodal transfer facilities certainly can add to the viability of a port facility.

Barge Shipping/Feeder Port

Delaware has another potential waterborne freight asset that could prove useful in the
future. That asset is the state’s strategic location in the center of the Eastern Seaboard and
the unique water commerce resources of the Delaware River and Bay and the C & D
Canal. These attributes position Delaware as a possible future center of coastal shipping,
using barges or self-propelled vessels. As congestion grows on coastal highway corridors
such as I-95 and landside access becomes less available at large, deep-water ports like
New York/New Jersey, coastal shipping could become an alternative mode for
distributing freight from major ports and accommodating interstate movements for bulk
commodities. The major deterrent to coastal shipping is the cost of the intermodal shifts
required at each end of the trip.

The Port of Wilmington is still considered a potential feeder port for PONY/NJ as part of
their recently proposed Port Inland Distribution Network (PIDN) plan. DelDOT and the
Diamond State Port Authority should continue to monitor markets and look for
opportunities to stimulate or assist in developing coastal shipping.

Proposed Air Freight Improvements

The key question for the future of air freight in Delaware is whether the local market for
this type of freight service will grow to the point of making it desirable and profitable for
air freight carriers (Fed Ex, Airborne, UPS, and others) to fly directly into Delaware
airports. Highway congestion could ultimately affect this decision, if it reaches levels
that severely constrain the timeliness and reliability of ground pick-up and delivery in
Delaware for air freight being flown in and out of Philadelphia.

For the foreseeable future, Delaware’s best posture is to keep its options open. This
means preserving the capability of New Castle County Airport (NCCA) and the civil air
terminal at Dover Air Force Base to accommodate cargo aircraft and landside air freight
operations. It seems likely that non-scheduled air freight service may grow at NCCA, as
more industries in that area require just-in-time deliveries of non-bulk, high-value key
components and materials.

Dover Air Force Base may present a unique, long-term opportunity for the creation of a
domestic and international air freight distribution center. Its runways can accommodate
the largest cargo aircraft in the world. It is not congested by air passenger traffic. It has
excellent regional and inter-regional highway access via SR 1 and its connections to the
interstate highway system. Opportunities are available to develop commercial and
industrial sites adjacent to the airport to accommodate related businesses that would
support and/or require such service. The uncertainty surrounding joint use of an active
military facility seems to have stymied any discussion of this idea for the near future, but
as capacity is needed, the idea may become more viable.

Click here to read the Technical Report

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