By sea: Shipping in the Gulf finds a market yearning for the high seas.

Whether it's thorny Nafta trucking disputes or stifling security after the Sept. 11 terror attacks, increased border delays have meant major headaches for recession-wracked manufacturers trying to get their Mexican-made goods to U.S. markets. Now, several U.S. and Mexican maritime carriers are hoping to cash in on the hassle by convincing manufacturers to ditch the highways for the high seas.

And in the time-is-money world of cargo delivery, choosing sea over land transportation can save manufacturers a bundle in freight costs. Just ask U.S. automakers, whose success depends on the cheapest and quickest route from the assembly line to the showroom. Some are now trimming as much as two weeks in turnaround time by bypassing northbound rail lines and shipping out of the port of Tampico to the U.S. ports of Houston, New Orleans, Jacksonville and Tampa Bay.

"The less time the stuff is in transit, the better it is," says Lori Rafter, head of public relations at the Tampa Bay Port Authority, which oversees 1 million tons of cargo shipments each year. Rafter is hoping to convert Tampa into the primary hub for Mexico-U.S. short sea shipping by capitalizing on the area's growing size, high industrial density and proximity to Mexican ports.

CHOPPY WATERS

But while increased free trade under Nafta has brought greater demand for short sea shipping, so far only a few carriers have been willing to take on the Mexico short sea route. The challenge, say experts, has been establishing consistent southbound traffic-- bringing U.S. goods into Mexico--as well as the traditional northbound traffic used by U.S. manufacturers.

For Stephen Sargent, chief operating officer of Gulf Caribbean Transport, a Tampa-based sea carrier, this meant adding another vessel, the Quito, and moving their Mexican home port from Altamira to Tampico to be closer to Mexico City, and cut shipping times and costs. Sargent says the move has allowed him to edge out his land competitors by delivering Chrysler PT Cruisers and Dodge Ram pick-up trucks to U.S. markets in 14 days compared to the standard 35 for land carriers.

"As the crow flies, it's a shorter, more direct route than rail," says Sargent. "We can go around Texas and deliver more vehicles with less damage."

And Sargent isn't just eyeing automakers--with a 76-hour Tampa-Tampico turnaround time, he could be an attractive option for businesses dealing in perishable products as well.

Even so, demand for sea carriers so far has yet to meet expectations, due largely to the lingering U.S. economic recession. But the carriers are confident that as more U.S. companies take advantage of Nafta, things will only get better with time.

"Certainly the key is more growth; there's a lot of companies looking to Mexico to put their manufacturing arms," says Sargent.

TO THE DOCKS

But just where in Mexico U.S. companies decide to build their plants will also be a big factor for maritime growth. Typically, most companies have opted for the north, with its close proximity to the border and easy access to U.S.-bound highways.

However, as the government continues to lure investment to the less developed southern region, most manufacturers will have few options besides maritime carriers.

"We're just too far from the border to drive," says Raul Torre, director of Puertario Progreso, a sea carrier based in Progreso, Merida. Torre, who ships big name U.S. clothes lines like Tommy Hilfiger, Levi's, Gap and Nautica, says the lack of rail or truck freight competition in the south has proved an effective shield against unexpected downturns in business.

Though sea carriers still have a ways to go, business is picking up. Last year, about 13% of Tampa's Port Authority's foreign traffic originated in Mexico, compared to just 7% in 2000. Now, carriers just need to convince more companies to set sail. To help, port authority officials have several infrastructure boosting projects in the works, including plans for new loading cranes and better access to rail lines once goods are off-loaded onto shore.

"Consumers have needs and these needs can be met by short-sea shipping," says Rafter.

Stevenson Jacobs is a Mexico City-based freelance writer.