• Asses the impact of new marine facilities construction

·         Port of Seattle: Martin Associates used an impact model to justify the purchase of additional land to expand American President Lines' terminal, and to further estimate the future economic impacts that will be generated by the state-of-the-art marine terminal.

• Measure the economic impact of channel dredging

• Port of Oakland: Martin Associates used an economic model to asses the impacts of dredging the inner harbor area of the San Francisco Bay.
• U.S. Army Corps of Engineers: Martin Associates used our Port Richmond (VA) economic impact model to measure the economic impact of widening and deepening the James River.
• Maryland Port Administration: Martin Associates identified the potential lost cargos if maintenance dredging is not continued, and using our Port of Baltimore Economic Impact Model, we translated the potential "at risk" cargo and ocean carriers into potential economic impact losses to the region.

• Asses the impact of intermodal facilities development

• Port of Philadelphia: Martin Associates' used an impact model to measure the impact of increased use of rail at the Port's new intermodal rail yard for container moves to and from the Port.
• Port of Oakland: Martin Associates used an impact model to assess the potential impact of the loss of intermodal and transload traffic.

• Allocate port investments

• Port of Portland: Martin Associates developed separate impact models for all of the Port's lines of business: seaport, airport, shipyard and real estate development. The impact models are used to asses the impact of alternative capitol investment in airport vs. seaport vs. shipyard vs. real estate development.  The Port uses the impact models to identify the jobs, income and revenue impacts associated with each Port investment.  The Port uses the results in its annual report to describe the economic benefits of each proposed capital project.
• Port of Seattle & Port of Oakland: Martin Associates developed a similar set of models of seaport and airport operations and real estate development for both Ports. The Ports use the models continuously to assess the relative economic impacts of various types of seaport, airport and real estate projects competing for limited Port funds. The Port of Seattle incorporated the use of the impact models in its overall planning process and, as part of their long-term business plan, use the models to evaluate the economic benefits of each proposed capital project.
• Port of Philadelphia: Martin Associates used an impact study to formulate its Marine Facilities Development Strategy Study for the Commonwealth of Pennsylvania. The Commonwealth of Pennsylvania used the model to rank recommended facilities investment projects in terms of job and income generation.

• Assess alternative waterfront land development

• Port of Portland, Port of Seattle, Port of Oakland, Port of San Francisco, Port of Olympia, Port of Longview: Martin Associates used a real estate and maritime model for each port to assess its alternative development of waterfront land.  For example, the models are used to assess the impact of future marine terminal development versus industrial or commercial development of the waterfront land.
• Port of Oakland: Martin Associates used an impact model to assess the impact of developing a resort hotel versus reserving the land for future maritime uses.
• Port of Seattle: Martin Associates used impact models to assess the impact of developing a parcel of land as a container facility or a ship repair yard, and the development of the Central City Waterfront, including a museum, hotel, restaurant, world trade center, and condominium development.
• Port of San Francisco: Martin Associates developed a comprehensive economic impact of each Port-operated line of business.  The businesses include: seaport, Fisherman's Wharf, fish processing, cruise operations, harbor ferries and excursions, industrial, shipyard and real film production. The Port of San Francisco uses the model to assess alternative uses of Port-owned land.
• Port of Philadelphia: Martin Associates completed an analysis of riverboat gambling for the Port and used the impact models to assess the relative economic benefits of marine terminal operations versus riverboat gaming and hotel development.

• Justify investments in cruise terminal development

• Port of Baltimore: Martin Associates used cruise service impact methodology to evaluate the economic impact of cruise service on the local and regional economies. In addition, impacts of passengers and crew in the local and regional tourism industry were estimated as part of the study.
• Port Everglades: Martin Associates developed a detailed cruise industry model for the Port, used with our seaport impact model for Port Everglades, to assess the relative economic benefits of cruise operations vs. cargo operations. This is critical importance to the Port since it is land and berth constrained.
• Port of Houston Authority, Port of Seattle and Port of Philadelphia: Martin Associates developed cruise impact models for these Ports as part of overall impact studies.

• Evaluate alternative marine terminal designs

• Martin Associates used seaport impact models to assess alternative designs of marine terminals. We develop the economic impacts of a terminal based on dedicated uses of the terminal. For example, for a given terminal we compare the jobs, income and port revenue that would be created under full-utilization if the terminal was used for a mixed-use terminal (containers, breakbulk, RO/RO), a dedicated auto terminal, bulk terminal or cruise terminal.  Given that demand exists for each of the terminal uses, it is possible to use the impact models in assessing the economic development benefits for each terminal alternative and to further lobby for port development financing.

• Assess the impact of a work shutdown

• Pacific Maritime Association: Martin Associates conducted an assessment of the economic impact of containerized cargo at west coast ports.  The models developed for Seattle, Tacoma, Portland, Oakland, Los Angeles, and Long Beach were used in a detailed analysis of the potential impacts of a work slowdown or strike (July 1999) by the International Longshoreman and Warehousemen's Union (ILWU). The Governor of California, the Council of Economic Advisors and the White House used the results of the analysis to evaluate the impact on the national economy of the possible strikes, and to formulate a plan to resume normal working practices.