UCLA Planning Workshop
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Transcript of UCLA Planning Workshop
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CALIFORNIA FREIGHT ISSUES: HOW DO PLANNING COMMISSIONERS FIT IN?
CALIFORNIA FREIGHT ISSUES: HOW DO PLANNING COMMISSIONERS FIT IN?
Jeffrey L. SpencerMaritime/Trucking Specialist
Division of Transportation Planning, Office of Goods Movement
California Department of Transportation
University of California, Los AngelesJune 2008
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n California is facing a significant infrastructure shortfall.l Today, I will be sharing information about
California’s approach as we address current and future impacts of dramatic increases in trade to and through the state.
l It is about focused planning, a State vision, innovative financial approaches, and collaborative partnerships. Planners—such as yourselves—are uniquely positioned to play a key role.
Introduction
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So Who Cares About Freight?Very, Very Few People!
n Today’s freight issues are approaching crisis levelsn Congestion is driving up prices, but
affects each commodity differentlynOther issues are much more visible and
more urgent to the public – especially urban areasn Using great marketing and facilitating
skills in unison may be the key to advancing a critical freight agenda
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What is Goods Movement?
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What Do We Need?
Federal Involvement and Support
Private Sector Leadership
Political Leadership
1. Promote pollution reductions from locomotives, ocean going vessels and other goods movement sources
2. Planning/Land use decisions that do not induce negative impacts
3. Tax Credits and Federal assistance for Public/Private Partnerships
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US is Becoming a Trading NationUS Imports & Exports as Percent of GDP
3%
6%
9%
12%
15%
18%
21%
1975 1980 1985 1990 1995 2000 2005 2010 2015
Imports Exports
Source: Global Insight
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Top 10 U.S. ContainerPorts in 2006
1.99
2.07
2.21
2.39
7.29
8.47
1.97
2.05
2.16
5.13
Charleston
Seattle
Hampton Roads
Tacoma
Savannah
Vancouver (Canada)
Oakland
New York
LONG BEACH
LOS ANGELES
Twenty-Foot Equivalent Units (TEU) (millions)
East Coast of North America
West Coast of North America
Source: AAPA
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Container Traffic at California Ports 1984-2006 (Millions of TEUs)
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
1984
1986
1988
1990
1992
1994
1996
1998
2000
2002
2004
2006
Long Beach
Los Angeles
Oakland
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The Recipe
• Federal policy supports global trade
• Export manufacturing jobs to overseas sources of cheap labor
• Import manufactured goods from overseas
• Price of imported goods fails to internalize transportation, environmental and social costs
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z
Value of Containerized Trade & Jobs Related to Trade Flowing Through the Ports of Los Angeles & Long Beach in 2005
Int’l Trade Total: $256 BillionInt’l Trade Total: $256 Billion3.3 million jobs3.3 million jobs
Northwest $3.2B, 1%39,900 Jobs
Great Plains$19.3B, 8%243,200 Jobs
Great Lakes$53.7B, 21%681,800 Jobs
Atlantic Seaboard$25.9B, 10%275,300 Jobs
Southwest$82.0B, 32%1,114,700 Jobs
South Central$32.5B, 13%435,700 Jobs
Southeast$37.7B, 15%498,900 Jobs
1
7 6 2 5
34 Rank#
Note: AK/HI not shown
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“The Perfect Storm”
n Cargo growthn Population growthn Air and noise pollutionn Traffic congestionn Community concerns (“How much is enough?)n Safety and securityn Capacity constraints n Funding limitationsn Equipment/labor shortagesn Spiraling fuel pricesn Hours of service rules
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FAF-2 Truck Flow and Highway Congestion: 2002 and 2035
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Rail Freight Flow
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Rail Issue: Size Capacity
n Railroadsl Singlestack = ~250 TEUsl Doublestack = ~800-900
TEUsl Carloads – 220,000
to 263,000 lb load limit
n Ocean Carriersl Early loads, 3,000 to
6,000 TEUsl Latest loads, 8,000 to
12,000 TEUs
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Rail Right-of-Way
n Losing RoW is critical. Once lost it is nearly impossible to regain.
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0
50,000
100,000
150,000
200,000
250,000
300,000
350,000
400,000
1830 1850 1870 1890 1910 1930 1950 1970 1990 2010
Class I Railroads Track-Miles Owned
Sources: L. Thompson/World Bank and American Association of Railroads
Rail Network TodayRail Network TodayToday’s rail network has been rationalized and downsized to a
core network that is descended directly from the 19th Century design
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FAF-2 Truck Flow: 2002
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Trucking Issue: Deteriorating Trip Reliability
n Delivery/Receivingl Local capacityl Temporal restrictionsl STAA
connectivity –terminal access
n Infrastructurel STAA approved routesl 80,000 lb load limitl Mixed-flow congestionl Parking supply
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Intermodal Capacity Constraints
Changing Technology
Functional Obsolescence
Safety/Security
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n California has 11 public ports, three megaports (Los Angeles, Long Beach and Oakland), and eight smaller, niche ports (Humboldt, San Francisco, Redwood City, Richmond, Hueneme, San Diego, Stockton, and Sacramento).
n California is facing a significant goods movement transportation infrastructure shortfall, as international and domestic freight/trade volumes continue to increase.
n The good news is California is strategically addressing this issue, through various innovative approaches.
The California Story
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Mobility Demands in California
n 280 Billion Vehicle-Miles-Traveled (VMT) each year, and growingn State Highway System: 52,000 lane-milesl10% of the roadways in CalifornialCarries 60% of the VMTl It is the Lifeline of our economy
n 560,000 hours of delay on avg. each dayn 30% of this delay is caused by incidentsn Total Cost: more than $21 Billion per year
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n Shift of truck-intensive uses (e.g. warehousing, distribution facilities) to Inland Portsl Impacts on freeways – primary
access to the interstate systeml Available rail capacity for short
haul options
n Air cargo is fastest growing freight model Air cargo market in CA – critical to
regional high tech and perishable food industries
Emerging Freight Themes
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9.5 13.2
18.3
36.0
44.7 RevisedEstimate
1999 2005 2010 2020 2030
6.99.0
12.3
23.4
Original Estimate
In Million TEU’s(20’ Equivalent Units)
Source: POLA, POLB
Total LA/Long Beach Container GrowthProjected to Triple in 25 Years
25.2
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Traffic Headache?
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Community Impacts
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San Pedro Bay Port Facilities
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GOODS MOVEMENT GOALS/DESIRED GOODS MOVEMENT GOALS/DESIRED OUTCOMESOUTCOMES
n Improve goods movement mobility n Enhance environmental quality n Facilitate economic development n Increase public safety and security
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Goods Movement Planning
n Develop/enhance goods movement stakeholder partnerships and dialogues – infrastructure providers, users, and impacted communities.
n Develop goods movement system studies/analyses, including the identification of:l Goods movement transportation network,
including major generators/receivers;l Performance of that network (i.e., including design,
operational, safety, maintenance, access and capacity deficiencies and other issues);
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Goods Movement Planning
l Factors/variables that are driving system performance changes (e.g, international trade growth, truck/rail industry changes, goods movement land-use development);
l System deficiencies; andl Improvement alternatives, including project
evaluation and selection.n Develop goods movement improvement project lists,
priorities, and program.
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Planning Program Elements
n Work with local planning agencies to consider goods movement requirements and advocate study and project programming in OWPs, RTPs, and RTIPs.
n Monitor land-use and system changes that may impact system performance.
n Expand goods movement data resources, information and expertise.
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Performance Measurement
n Proposed freight performance measures:l Travel time reliability (% on-time performance;
variance in travel times for interregional and intraregional trips);
l Modal facilities inventory;l Truck volumes by axle/percent of corridor capacity;l Total emissions and rates (by ton-mile) measured at
statewide and regional air basin levels;l Percent increase in goods movement over baseline.
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nGoods Movement Planning includes:lPublic concern regarding community, health and
environmental impacts of goods movement.
l Importance of goods movement to the State’s economy and global competitiveness.
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Land Use Connections
IndustrialZone
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Land Use Connections
Published Truck Routes:
§ State üStatewide Highway
System§ Local üCity of RosevilleüCity of SacramentoüCounty of SacramentoüCity of StocktonüCounty of San JoaquinüCity of Woodland
The single biggest factor causing damage to our road network system is overloading.
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Planning Considerations
Truck routes use an engineering analysis that focuses on safety.Trucks turn differently than cars due to a characteristic referred to as "off-tracking.“ "Off-tracking" is a condition of a turning movement where the rear tires follow a shorter tracking path than the front tires.
This off-tracking, the primary safety concern, may cause the rear wheels to go onto sidewalks, knock down signs, encroach onto shoulders, bike paths, walkways, or cross into the opposing/adjacent lane.
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Planning Considerations
Turn radius and height restrictions are often overlooked, and should be a first consideration when planning how goods are delivered to a proposed use.
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Planning Considerations
Road geometry and impediments to traffic flow are other considerations. Some communities have imposed temporal restrictions on deliveries.
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GOVERNOR’S STRATEGIC GROWTH PLANGOVERNOR’S STRATEGIC GROWTH PLAN
n Strategic Growth Plan (SGP) comprehensive plan to address critical infrastructure needs.nGoods Movement Action Plan (GMAP) focused
strategic plan to address these needs.
n Trade Corridors Improvement Fund (TCIF) early delivery of critical projects.
n Additional Resources- public investments and public/private joint ventures will be needed over the long term.
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GOODS MOVEMENT ACTION PLAN
n Joint EffortCalifornia Business, Transportation and Housing Agency, and the California Environmental Protection Agency.
n Policy Objectivesl Generate jobsl Increase mobility/reduce traffic congestionl Improve air quality/protect public healthl Enhance public and port safetyl Improve California’s quality of life
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GMAP BackgroundGMAP Background
n The Action Plan is a response to:l Severe Congestion at the Ports of Los Angeles and Long Beach.
l Public concern regardingcommunity, health and environmental impacts of goods movement.
l Importance of goods movement to the State’s economy and global competitiveness.
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Trade Corridors Improvement Fund (TCIF)Trade Corridors Improvement Fund (TCIF)
Proposition 1B, $2 billion.n Highway, freight rail, seaport, and airport and border
access improvement projects.n Key allocation principles:l Most urgent needs l Partnership with public & private sectorl Balancing both the needs of large and small ports, and
providing reasonable geographic balancel Concurrent mobility improvement and emissions
reductionsl Deliverability, maximum benefit and optimum
performance
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GMAP and the Emissions Reductions Plan (ERP)GMAP and the Emissions Reductions Plan (ERP)
California Air Resources Board (ARB) developed the ERP
n Assess public health impacts of freight movementn Recommends mitigation strategies including; reduction
of diesel emissions from trucks, locomotives, ships, and cargo handling equipment.
n Addresses implementation challenges include diverse dray truck fleet, and limited regulatory authority over international shipping and rail locomotives.
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ERP Emission Reduction StrategiesERP Emission Reduction Strategies
n Key strategies include:lOn-shore power for docked ships
(“cold ironing”);l Emission reduction programs for
commercial harbor craft and cargo handling equipment;l Truck modernization programs
and idling controls;
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n Key strategies (continued):l Alternative locomotive
technology and idling limits; andl Alternative fuels and
electrification – ships, cargo handling equipment, trucks, locomotives.
n Mitigation cost: At a minimum $6 to $10 billion.n Mitigation benefit: $3-8 for each $1 spent on controls.
ERP Emission Reduction StrategiesERP Emission Reduction Strategies
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Summary
n The GMAP is just a first stage, more work is needed
n The TCIF process is still evolving as the Legislature, the Administration, regional and local agencies, environmental and health communities, the private sector and other interests weigh in.
n Improving goods movement mobility and protecting our quality-of-life is dependent on effective involvement of all stakeholders.
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Future Directions
n Greater recognition of goods movement planning as separate, distinct, planning subject and discipline.
n Significantly expanded focus on environmental, community and public health impacts and mitigation measures.
n Increased multimodal policy, planning and funding analysis and commitment.
n More creative funding partnerships and arrangements.
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Conclusions
California has major goods movement challenges. But, we are addressing them through a dynamic process that includes a State vision, focused planning, diverse joint ventures and other governmental investments, and collaborative partnerships.
Local leadership and planning is essential to meet the detailed needs that support local and regional economies.
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Thank YouThank You
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n Goods Movement Action Plan, January 2007, California Dept. of Transportation
n Growth of California Ports: Opportunities and Challenges, April 2008, California Marine and Intermodal Transportation System Advisory Council
n Trade Impact Study Final Report, March 2007, Ports of LA/LB/BST Associates
n Guide to Quantifying the Economic Impacts of Federal Investments in Large-Scale Freight Transportation Projects, April 2006, US DOT/Cambridge Systematics
n The West Coast National Freight Gateway, 2005, Los Angeles Economic Development Center
References
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References
n Global Gateways Development Program, January 2002, California Dept. of Transportation
n HIGHWAY SPECIAL INVESTIGATION REPORT, Truck Parking, May 2000, National Transportation Safety Board, Report NTSB/SIR-00/01
n Partners for Adequate Parking Facilities Initiative (California), January 18, 2001, California Dept. of Transportation,
n http://www.metro.net/projects_studies/mcgmap/default.htm
n http://www.dot.ca.gov/hq/traffops/trucks/
n http://www.fhwa.dot.gov/freightplanning/jul19transcript06.htm