Good afternoon or good morning to those of you to the West. Welcome to the Talking Freight Seminar Series.
My name is Jennifer Symoun and I will moderate today's seminar. Today's topic is Urban Goods Movement – Techniques to Improve Decision-Making and Freight Operations.Before I go any further, I do want to let those of you who are calling into the teleconference for the audio know that you need to mute your computer speakers or else you will be hearing your audio over the computer as well.
TToday we'll have three presenters – Suzann Rhodes from Wilbur Smith Associates, José Holguin-Veras from Rensselaer Polytechnic Institute, and Mark E. Meitzen, from Christensen Associates.
Suzann S. Rhodes, AICP is a Principal and senior project manager with Wilbur Smith Associates, a wholly owned subsidiary of CDM. Prior to joining WSA/CDM, she served as Ohio DOT's Central Office Planning Administrator and as the Executive Director of BHJ a multi-state MPO and a LLD for Appalachian Regional Commission.
She is the Principal Investigator for Transportation Research Board's NCFRP 15 – Understanding Urban Goods Movements.
Ms Rhodes holds Masters Degrees from the Pennsylvania State University. Her undergraduate degrees are from the University of Pittsburgh.
During her 35 years as a planner, she served on AASSHTO's SCOP and several TRB committees including Statewide Multimodal Planning, Environmental Justice and Intermodal Freight Transport.
Dr. José Holguín-Veras is the William H. Hart Professor of Civil and Environmental Engineering, and Director of the Center for Infrastructure, Transportation,
and the Environment at Rensselaer Polytechnic Institute. He is the recipient of numerous awards, including the Milton Pikarsky Memorial Award, the Robert Kerker Award, and the National Science Foundation's CAREER Award. His research interests are in the areas of: humanitarian logistics,
intermodal freight transportation, freight demand modeling, transportation planning, and transportation economics.
He is member of a number of editorial boards, Transportation Editor at Networks and Spatial Economics, and Associate Editor of Transportation Research: Policy and Practice. He is a member of numerous committees of the Transportation Research Board.
Mark Meitzen is a Vice President at Christensen Associates, where he has been employed since 1990. Dr. Meitzen was the principal investigator for NCFRP24, Preserving and Protecting Freight Infrastructure and Routes.
He was a principal author of the November 2008 Christensen Associates' study of the U.S. freight railroad industry commissioned by the Surface Transportation Board.
He was also the project manager and one of the principal authors of Christensen Associates' supplemental report to the STB on railroad capacity and investment issues. Dr. Meitzen has a Ph.D. in economics from the University of Wisconsin-Madison.
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and indicate which presenter your question is for for the presenters will not be answering the question stranded presentations but I will start off the Q&A at the session again with the questions typed into the chat box regularly run out
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and presentations will be available online with the recording and a transcript and will notify all attendees was the materials are posted online. Today's talking great seminar is eligible for 1.
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We will go ahead and get started.
Today's topic is urban goods movement, techniques to improve decision-making and freight operations.
If you question stranded presentations, type them into the chat and they will be answered in the seminar.
Our first presenter will be Suzanne Rhodes.
Thank you Jennifer and thank you for inviting me to speak on this topic which I am very excited about. What I'm going to talk about today is a little bit about the study and the urban goods movement, the products
and we did produce tools you can use. It's a guidebook to power points, executive summaries and number of documents that we will get into those and what you can do as a planner, as someone who is interested in freight,
to advance this concept, this issue, this thinking at your local level.
The purpose of NCFRP15 was to look for ways to accommodate ways and expedite goods and movement within urban areas, and the city, in a small area or a large area.
We were to produce a single source document that is geared to local officials. And the main product is a guidebook for local decision-maker somehow they can make changes locally to improve goods movement within their urban area.
The status of the project is currently being edited.
I have received feedback from our editors today we are going to be sending it over to TRB for publication by fall. The web address below is where it will be posted
and we will have the list serve sent out a notification when it is available.
We started researching the topic, one of the things we found, a lot of transportation people, planners, don't really understand, land use is not a and B. a decision or under their control but it's controlled by local governments.
Which is why this document that we produce is geared to local elected officials, local planning office is. The other thing we found, freight is not a priority of a lot of AICP APA local planner types. They have a lot on their plate,
housing, job issues, complete streets and freight is not one of the things that has become a priority to them.
That goes to the point of what you can do because you're on this call because you're interested in freight. How you can advance this topic at the local level. NPOs And the DOT's understand freight
and we hope to provide with this guidebook and power points and resource CDs or to give you some tools to get advance this topic at the local level. They were for products I'm going to go over them each a little bit today. The guidebook,
the executive summary, the resource TV -- TV, excuse me include among a number of things, to PowerPoint presentation with speaker notes that one of the 10 minute presentation you can give to elected officials
and another one could be one hour to four hours and could be an educational presentation on urban goods movement and a lot of the slides from his presentation came from outside the airport divorce lies where these came from.
Cynically executive summary -- there are plenty more slides for these come from. The executive summary is intended to capture attention of local elected officials. After he had discussions with them,
we knew we cannot hand them a sick guidebook and take the time to look at it so we produced an eight page document which is on the resource CD that you can print out that relates very specifically to how community, jobs,
quality life are impacted by urban goods movement. It gives a chart on quick improvements that could be made in a directs people to the guidebook for their staff to go read the guidebook and take on some of the changes
and do a great planning process locally.
The guidebook is a substantive document and it has a focus on an urban area.
It is the pickup and delivery focus.
It doesn't look at rates going through the towns, -- it doesn't look at freight going to the towns. It's a land-use document in a focus is on trucks rather than in the other modem and makes recommendations on how to accommodate
It has six sections.
The importance of goods movement, about supply chains, regulations, putting together case studies. So the first thing is to talk about urban goods movement in this document was created for local governments, local officials,
local planners who may not know a lot about freight, they need to be sold on the idea and the connection about freight impacts the quality of life.
We start with a very general example of the victory in your local -- the victory in your local town and how you make a number of assumptions when you walk in there and you may not even think about how the products
and ingredients that go into making that loaf of bread come to the bakery and the impact of the trucks and the effort it takes to get there.
We talk about grocery stores unaffected as they Tuesday is all the longest that they have finale talk to some grocery stores but they get 100 deliveries a day, which means 100 trucks coming into the facility per day.
We remind people of what happens if there is a major natural disaster and to stocking the shelves are empty and trying to make the case and this is provided in the PowerPoint and why the urban goods movement is important
and why improving the efficiency will improve the quality of life. We talk about job creation
and access to market would provide a number of statistics that hopefully hit home about the number of tons of freight per person that were moved and how this is increasing
and a whole slew of statistics that you probably have let this guidebook provides the matter fingertips.
We explain how, why, where, and to move skids. You see a chart and a cost on one axis and the reliability and amount of time it takes for goods to move is on the other. The biggest circle is truckload movements as you would assume
and what goes by airplane and is more expensive but it is faster. We go into a lot of discussion on the last mile. The key messages are, freight mobility is important to the quality of life and regional competitiveness
and attracting employers. Lesson number two, and this is all brand-new material, we did 12 urban supply chain case studies and I attached to these at the end of the presentation. All 12 of them are there.
I will go through a couple of them as examples. They are all in a similar type format to this one and it shows you the modes that they take and we did, we went out and interviewed places like Wal-Mart and major drugstores
and grocery stores, Winn Dixie etc. Waste management. We truly understand how urban great moves and what the impediments are. We have documented in the guidebook a lot of impediments and a lot of movements
and a lot of detail in the PowerPoint presentation has all of these on them together with speaker notes and the food service one, for example, this talks about distribution to restaurants or food service to institutions
and it starts out with these domestic productions and vendor plants aren't manufacturing anything and dedicated service to the institutions and restaurants and talking about how these products travel to regional distribution centers
and warehouses and if it is meat or something that needs to be kept cold, specialized warehouses and how and where they are distributed to individual restaurants.
For example, attracts many to go in a three or four hour went on a 10 or 11 stops to 10 to 12 different restaurants of the Ledet, realizing if you get back to that one,
impacts of the whole thing in there is only a short window of delivery time. So routing and scheduling can be a daily challenge.
Some of the impediments we get into our things like what happens if congestion happens at the beginning of the day are midway through the day, they may not be able to deliver that order of meat to the restaurant.
The restaurant can't be goods orders that evening and it goes back to the warehouse and has to go through distribution system the next day. What happens when parking spaces are used up,
cars are parked in the delivery spot where a truck would be delivering to a hospital or a school. It talks about different solutions in terms of parking enforcement and permitting after our deliveries.
Here is an example of a big-box retail establishment. Something like Wal-Mart and how it gets to the stores and where the distribution centers are. We share this and some of our focus groups also local economic developers,
they felt that these charts help them explain to local officials the improvements that need to be made on each mode in order to attract different types of,
maybe you don't want to attract a box real estate retail manufacturer but you may want to attract other types of businesses and these charts will show you how, which are important to each of the supply chains we have described.
Soon once again it goes into issues. If you want the private sector, to minimize the miles traveled which is why the new distribution centers closer or better located.
They have a need for just in time inventories and some of the local solutions which may also involve allowing nighttime deliveries and José;
is going to get into a good change in studies that are done in New York City that talk about nighttime deliveries. Included in the guidebook is a chart like this that goes down each of the 12 supply chains it talks about their goals,
the geography, the modes they use in their performance metrics. Next we have a section on freight data because as all finished now, good planning requires good data
and we did not get into a whole lot of details in the guidebook but there is more on the resource CD. Talked about freight flows and give a little bit of information on data that is available out there.
We talked about how to display freight notes with an urban area and how they may want to display this was a local plan. We talked about how neighborhoods, where the data is available, what data is out there
and ways to display freight data and neighborhood level.
Next we went into regulations that make a difference. Once you have control over, what you can change, regulations that are in the purview of a local planner,
local elected official to make changes that would impact to make a difference for urban goods movement.
We came up with design standards, land use and zoning, truck regulations, parking and loading zones. Delivery windows, truck, size, and weight.
Using those we have identified common problems or issues which include setback ordinances, parking ordinances, design issues and I'm going to show you in a moment of pictures
and I think the pictures explain it easier than just hearing the words, construction delay and access management.
Here is a design standard issue where not the greatest picture of the world with the loading dock is obviously too close to the Broadway so the truck, and trying to make the delivery, protrudes onto the road, causing congestion
and not making for an efficient delivery. This may also result in the motor carrier having to use smaller trucks making more frequent deliveries.
Here's an example when parking is not enforced and you have a loading zone in an alleyway for a truck to unload or do a pickup and you have a dumpster of geometric problems with trucks trying to make corners, get out onto the road break,
and make prints.
The other thing we looked at were truck regulations within an urban area.
One of the family found doing a study in the Atlanta area was that he had a number of small cities around the Atlanta area have truck routes that is available in two minutes sitting in the truck route is burning at a street that is the
next area that is no trucks allowed. A very good study they did was doing a regional truck routing study.
Putting it all together, as is the view that our planners know full well, understanding the need to get authority, authorization and get organized and have your decision-makers say yes,
we wanted to study the switches that sentiment of PowerPoint and the eight-page executive summary is intended to help you with. Someone to say to you, yes,
we need to do this study in the guidebook provides you with ideas on how you sell the importance of this. Like I said before, FHWA has done a turn this job is educating the state NGOs
and it's now time to reach down to the local government level, to reach local to help them understand the importance of freight movements, quality of life and creating jobs and efficiency within their local area.
Next we talk about doing some field surveys, basically, collect data. Typical, have people say yes, this is important.
In some average NFL and some stakeholders and ideas indigestion family also refer you to FHWA episode last month, has a workshop and a workbook on engaging the private sector and great planning.
This is an additional tool to help with that part of the planning process. Going out and educating people and gaining support in looking at the regulations, see what is out there
and we gave you a list of things to look at in the earlier sides of geometrics etc. and talking about solutions.
And we have a simple graphic in here looking at some of the urban goods movement problems.
A truck making a left turn on a geometrics and how to best get to their destination. Beyond we include some solutions. The other thing we did, we created a matrix like this that once you read it, you can go back and say,
here are some problems that we haven't her some alternative solutions that exist. We are trying to keep it simple and straightforward and a few planners need to be told that their business
and which not get into a great deal of detail on zoning and regulations because we ascend that was understood. We gave ideas on truck routing. Ideas about parking enforcement and how,
on the left there is a vehicle in the freight loading zone and some of the problems. They will miss the delivery window, they have to double park. Alleyways with delivery trucks. We try to make this a very practical guidebook.
We talked about some air quality issues and give some solutions on air quality and lighting and traffic safety and a how to guide them. We also included nine case studies. These are not examples of bad things that happen
and some recognition that there is a problem and how it was fixed by the local area. I mentioned Atlanta earlier. I'm going to talk for a few minutes about the New York City example in the Baltimore example.
New York City,and Jose is going to go into one of their programs there. Part of freight regulations for 100 years. Her issues that they have found, lack of enforcement and another issue that they have, truck routing,
they did not have good signage. Only 5% of the roads were designated as truck routes of the signing was inconsistent so is difficult for the trucks to get around. They had done things like create maps
and give training to their local enforcement officials on how they can know when and where a truck is encroaching on areas that are designated for delivery or truck routing and office of freight mobility and a much more detailed,
I am running out of time and this is all described in the guidebook. The identified champions.
They talked with the NYPD to educated the officers. Police officers have a lot of things to do and truck enforcement is not as high in their priority list as he was running off with the groceries. So they provided a quick
and easy guide to educate officers and started up the training academies. The Baltimore case study talks about what happened in the 90s when real estate was booming and it was a great place to locate a condo on the water
and if you have ever looked and then to downtown Baltimore, who truly is a neat area to be endless condos and restaurants and what was happening,
the industry was finding they were losing deep water ports needed for industrial development and as many of you know, industry is noisy and can be dirty and involves a lot of trucks
and people did not like their condos being next to this and problems started to arise.
The pink shows the planned unit developments in what was going on was developers were going in to the local elected officials and having planned unit development areas zoned to be allowed to put housing that were formerly industrial.
After a while they began to realize this may not be the best solution because of the jobs that were lost and if you lose an industrial site you may lose it forever so they came in and did an overlay zone.
You can see in areas with the black outline, these are areas that have deep water ports. 18 feet or more. Areas that are industrially developed and they want to protect these areas from encroachment and housing that they could protect it.
This has been more about it in the guidebook. They extended this overlay is down and a couple of years ago there was a presentation from Baltimore on this very issue in this project and each year they go in
and calculate how many jobs they have saved and the economic impact of this is on it has been very positive and you can't have both. You can't have housing and quality of life to include industrial areas. As they mention the PowerPoint,
the resource CD includes two PowerPoint presentation, the short one and the long one with speaker notes that has a literature review and the literature that we found in some of the documents are included on the CD
and we have additional data information on freight data and a sense of glossary and we have pulled together all of the freight glossaries we could find and stuck them in one place. It has had two examples and examples from other states.
Your challenge and I want to leave you with this challenge, if you are on this call, you understand the freight is important to the economy. It is important to jobs. Local land use planners have not gotten that message yet.
I expect there are a lot of India's on this colony to take these PowerPoint and these documents and do a seminar for your local planning staff local officials.
There are a number of supply-chain diagrams that would help economic development staff. These are helpful in explaining why two different modes of transportation need to be addressed. He can make a difference here. Here is my e-mail.
And in the bottom right hand corner you can download this presentation. I'm going to go through these wonderful supply-chain diagrams. The federal -- please fill free to use them. You have my permission and authority.
Use them as you need to and as you wish and download them and enjoy them and use them to help you spreading the word.
Thank you. Our next presentation is given by Jose Holguin-Veras. You're able to download the presentation so you'll be able to get all of these charts and slides.
Thanks a lot for giving me the opportunity to talk about the exciting projects. The first thing I want to do is to thank all of the people that make this possible. The US DOT, New York City Department of Transportation.
The initiative of trying to move the project label. The first thing I want to do is to talk a little bit about economic interactions that terminate time that deliveries are made relative talk about the experience of time of day pricing.
The evidence clearly indicates that time of day pricing are of limited effectiveness to move urban traffic to the off hours.
The reason this data is not clear. The Port Authority implemented the time of day pricing, basically, only 9% were able to pass the cost to the customers and this increases, that they were able to pass, were very poor.
Without a price signal, there is no changing that could take place. When they asked the truckers, why you change behavior, 70% of them seem to indicate customer requirements. The answer is,
they failed to induce a significant change in time of trouble. By the way, the same thing happened in London.
It's important to take a look at the decision on delivery times. Basically, we have a situation and which we have to economic agents who are receiving the cargo and who has read -- transporting it and have to agree on the delivery times.
And both of them need to agree basically the only physical solution are those in the main diagonal because both of them have to impress them. In the off hours, the guided benefits, it's cheaper to transport, to give you an idea,
it's about 30% cheaper than delivering at night. And on top of that, you have the added advantage that there are no parking signs. In New York City, parking side to average 500 to 1000 -- and over a year, we are talking 60 $12,000.
In essence, in contrast, regular hours for obvious reasons but this is basically what may have the -- and institution in which economic aliens are -- solutions. The reality is,
90% of deliveries are basically made in the daylight hours of that is when to show it is the receiver. And basically, what the indicates, when he to enact bonuses and carriers. In essence, here, we have a market failure.
Markets basically define the most efficient outcome. In some cases, SR market failures, there is a rationale for public-sector intervention.
In the case that we -- this is one of those cases. Because of the environmental savings produced by [Indiscernible word] nominating aside,
there is an increased [Indiscernible word] that could be mitigated that the receivers are through original cost and Mrs. the market failure because the reality is, it's not large not to [Indiscernible word]. How do we solve this?
Compensate receivers for additional costs or develop the technologies and systems to allow receivers to do off our deliveries at a lower cost.
The project's scope is quite involved. It has five measurable components. To start with, they load of behavior research to find out basically,
what type of incentive would be needed in order to recognize a change our behavior on the part of the receivers. The component by which we used a GPS cell phone to access performance
and in addition to that when it's a significant amount of modeling to assess network-wide regional label because we are networks, where supply chains.
Because it has a major impact used the entire network because deliveries are going to come for warehouses in upstate New York, New Jersey and the like. And also a outreach and in the end, in order to assess her life.
I want to present this picture here two different things about the number of deliveries.
Basically, any given day, there are about 110,000 deliveries and on top of that, you have shipments in the order of 80,000. In a single day you have a total of 190,000 deliveries in Manhattan.
A big chunk of that is food and retail. If you shift a significant number of food and retail sectors basically it is a significant insight on congestion. In Manhattan there are more than 600,000 restaurants. Collectively,
they produce more traffic than me for authority and the new volume. And we tend to think of areas, have a generating freight and in New York City, for every person, every man and woman or child living in New York,
about 6 kg of construction materials are produced. A significant amount of cargo is produced. Where do all these deliveries go? What you do analysis,
support for Manhattan County can see this concentration -- as the screen area of the center of the island.
An example, the entire state, this is a large traffic and it might be 200 different offices and each of them produce -- on a daily basis.
Q. results on the pilot test. Basically, we had a hard time gathering the standards and among all things, it was to be done, and conducted and the end of 2008 and basically they were interested in working on a pilot test.
We have three in the final test. Cisco, whole foods, food broker and new deal logistics. At the end, we had about 35 receivers and 20 trucks or vendors doing deliveries and half of them were doing staffed off our deliveries.
And the other half were doing -- but assisted deliveries. In most cases the advocates of the vendor to have access to this is basically a plot of where Jose Holguin-Veras is located. As you can say a Midtown, Manhattan
and three of them in uptown Manhattan.
The first one is a deliveries and the other is night deliveries. As you can see, the truck, because of the availability of parking is able to park right in front of the store. Again, this is day deliveries
and here you have a truck making a delivery at night.
You see .
Final test, we have satisfactory surveys to assess the attendant as participants. This is basically a satisfaction survey from the drivers from Cisco. As you can see, on a scale from 1 to 5, we are talking about really good levels.
Stress level. 1.1. That surprised me because I was expecting drivers to be having a higher level of stress at night, but that is not the case. They feel safer than in the day at ours.
The reason is, and a day hours they have to contend with taxi drivers, pedestrians, congestion, lack of -- etc. etc. Customers, we asked the customers what your impression is over delivery. On a scale of 1 to 5,
and more importantly would ask them liability issues, would you be interested in every city and assisted deliveries and on a scale of 1 to 5, the average is 2.17. This suggests the potential of this concept.
This plot designates the average space needed. These of this speeds of travels within the customers and as expected, delivery and the off hours is more than twice as fast as a lever in the day hours. Now, what really surprised me,
this figure. When I ask my colleagues, I want to get an idea about service times and how most of the time, the trucks spend at a location z showed me this I was shocked because it really showed the median service time in the day hours is,
if you look here, at eight o'clock in the morning is about 1.8 hours and we cannot believe the number and the way we talk to the carriers and we asked them, we told them we are finding that these numbers. And are they correct
and they said yes. And the reason is, the day hours, they cannot park close to the customers. They have to park whenever they find a parking spot. That could be four or five blocks away from a customer.
That means they have longer walk time from the truck to the customer. On top of that, and the hours they have to talk -- do with the great innovators, wait for managers to have time to check the deliveries. Etc.
A large number of [Indiscernible word] the delay and denied they park in front of the store and they have access and they are more effective than not only that, at night, according to the carriers to participate in the survey,
they transport more cargo than in the day hours. They are more productive. At the end of the pilot, all receivers staffing the off our deliveries went back to regular hours. And all the receivers all deliveries were made in the off hours,
was completely effective.
One of the reasons, of the reliability, we asked him why are you still doing off our deliveries, they simply indicated for liability as a reason.
They indicated because of congestion and the randomness of congestion day no one to provide its act delivery times. In delivery time of three or four hours. And -- who shows up at seven o'clock, eight, nine, 10, one.
And that is also forcing one to have success waiting for the trucks to show off or to have access in stock in order to be [Indiscernible word]. And that was the key factor. Increasing availability was a factor.
Here you have one of the quotes from a participant.
According to our work, implementing the various forms of off our delivery leads to significant savings. Savings and service times in Manhattan. Switching to off hours to save the 48 hours per delivery to her. Savings
and service times for the carriers and the range of 1 to 3 hours, significant economic [Indiscernible word]. In essence, the bottom line, using an off our delivery to -- all the range of million -- a year
and that is the kind of savings because you enable improved?
Is he saying some of the Irish. The success of this than the articles . This is a transport truck..
And because of the 3-D visual adopted off of our deliveries from a sustainability plan. And the next steps, they DOD
and Rita have to provide funds for her larger implementation project that is going to focus on unassisted deliveries as it blew this is the future.
We are going to be signing every minute in the system that enables deliveries to have a need for a staff writer which began with that? All the ability of staff to meet the costs and make the deliveries in all ways to address concerns
and [Indiscernible word] another product. Why is that?
Basically, willingness to focus on large traffic generators. A number in Manhattan , there were a few buildings that have a unique ZIP code. These can use 4% of all of the truck traffic in the city.
What should add larger establishments that generate large numbers of traffic, we are talking about 4% to eight to 8% of truck traffic.
Large buildings or large establishments and basically these last traffic generators could use off our deliveries.
In conclusion, the essence, by removing the constraints in receivers, what we are doing is allowing the system to move from day hours tonight hours. This is more effective than freight road pricing. A truly wind when -- win win policy.
Increases the economic competitiveness of urban areas and those impacts could be a very effective manner.
With that, I want to end. Thanks a lot.
Thank you Jose. Then a final presentation from Mark Meitzen from Christiansen Associates. The title of our study, preserving and protecting freight infrastructure and routes and team members of the project
and crude the diversity of tests this -- the University of Texas, the transportation research. A land research at law firm and an attorney with vast experience in land use issues.
Today I'm going to give a high-level presentation at our findings basically, three components, freight transportation and its value, incompatibilities between freight and other land uses and freight considerations
and land-use planning and zoning.
Greater detail can be found on our vision of rage website -- are envisioned a great website which is operational and forthcoming a final report and it is hard to know when it will be released hopefully sometime in the fall.
Suzanne talked about supply chains in her presentation I think some of those diagrams she has really illustrate the important role of transportation and various supply chains for various products.
Because most supply chains have an important spatial or geographic dimension to them, even think of them as these activity hubs and linkages between the hubs and the scope of these chains could vary from being local to regional,
national and international trade and transportation is the vital link in these networks between these diverse locations and functions as you try to link from a tarot activities of various stages, extraction or processing of some type,
various stages of product production, warehouse and distribution and depending on the type of product we are talking about, there is also a retailing function involved in it.
Suzann said that her information gave 55 tons of freight consumed by every person in the country. To put another perspective on that, if you include the distance involved and and porting -- and transporting goods to people,
on average almost 11 on average almost 11,000 ton miles which is the combination of the distance and the volume transported annually for every person in the US another way of looking at it, to get a visual in your head,
you can think of one time being transported halfway around the world for every person in the country.
Efficient freight is the key to minimizing supply chain costs given the importance of those linkages have another important aspect to realize his half of the logistic costs,
the whole movement materials from the various stages of production to the final end user, over half of these are related to transportation.
So the efficiency of the freight transportation system has important implications for the performance of the economy and one schematic of how this works, if you have improved transportation infrastructure which allows greater speed
and higher reliability of lower transportation costs, you have benefits to both of the production of goods and services and distribution and an optical figuration for supplies and distribution change
and minimizing costs of these chains and holding lower inventories the economy benefit from the infrastructure and lower prices and product variety.
One of the important thing is to realize that is evident that the two presentations today, transportation is a component of the land use system and there are often conflicts between freight operations and other land uses.
To the extent that this has an impact on previous diagram in terms of creating an obstacle to more efficient freight transportation then there are obvious implications for supply chains in general.
And these conflicts exist between various other types of land uses such as residential and commercial and also other things such as schools and hospitals and because, naturally, the demand for the scarce resources in urban areas,
this becomes an issue in urban areas. If you are looking at it from other land uses, many times, conflict can be characterized as a nuisance, congestion and traffic problems and noise and vibration and depending on the hours of operation,
light pollution can result from trade operations and more general pollution and health concerns from me emotions generated by various modes of freight transportation.
Other incompatibilities and complex may include physical encroachment for interference and safety issues, railroad crossings trespassing problems onto freight facilities. Accidents and spills that may occur are some examples.
From a freight operators perspective, these incompatibilities are present barriers to efficient freight operations account results
and speed restrictions hours of operation restrictions clearance away at limitations constraints on the capacity of freight operations and one example might be, Suzanne mentioned the Baltimore case study.
We also studied [Indiscernible word] and a case study in one of the issues in addition to preserving port asked the is, where you store containers and chassis? Is there room for those types of activities?
Also, another issue the freight providers, truck or other modes could efficiently navigate the infrastructure.
All of this has application for supply chain logistics and reliability. Our study includes a number of illustrations of how some of these may operate. You can see in this particular panel,
freight train is located pretty close to what looks like a playground for a nursery school or something and also the right-hand picture shows how clearance impacts the affect freight operations. Also, residential developments.
It's trendy to regenerate by industrial areas because of beauty to reclaim that plan urges because it seems to be appealing. And you can see that often times,
you have residential developments that are located near Port facilities than LA and Long Beach.
All modes of transportation are affected by competing land-use whether it be appears that stick out into waterways that could cause navigation instructions
or on the right-hand panel you are seeing how a residential developments close to a waterway implies there is going to be a lot of recreational traffic on the waterway that will have to compete with free providers using a waterway.
-- With freight using the waterway. This is taken near Baltimore were some of the condos are into the port area and also the bottom panel, freight uses competing with other land uses in this case.
Trucks queueing for entrance into port logistics facilities creating not only congestion but also results in environmental effects. Of course anybody who has lived near an airport, planning for passenger
or cargo purposes does the issues there.
Here is another example of a structure being built. Some type of condo development close to it operating double mainline on Union Pacific cannot the closeness but nothing done to accommodate the noise or vibration.
For this development.
Safety issues are one of the areas where we have conflicts.
Children crossing road tracks to get to school or crossing tracks to get to a beach.
We all know problems involved with these conflicts between freight and other uses. Our research looked at the cicada dries the approaches to dealing with these conflicts into four categories. The long range planning zoning and design,
litigation and education in our traders are not mutually exclusive often times I represent various aspects of a solution to problems.
I'm going to focus on long-range planning and zoning and design the presentation here but outside of that on our website, we do have a lot of detailed materials that go into a lot more illustrations and case studies
and other types of guidance for how to use these tools to minimize the conflicts between freight and other land uses. First of all, why does land-use planning matter for free?
Planning provides a roadmap that are bad for zoning as it relates to freight operations. Inadequate planning can block or otherwise contact freight corridors, incompatible land uses near each other when there really isn't a need to do so.
And it can reduce the industrial land development during these facilities for expansion or for absolutely purposes. -- Ancillary purposes. Was zoning plans of Vail, mitigation is attempted. They can be an expensive and often times,
not effective answer to some of these conflicts.
A good example that we mentioned in our website owner materials is the construction of a sound wall in California community that created a bounce back of the noise to the side that was require more mitigation efforts to try to reduce the
impact of the initial mitigation efforts. The bottom line, freight has not typically has been a significant element of land-use planning so solution of that , we are offering up great compatible planning and development
and basically asserts of long-range planning of land-use recognizes freight as a geographically dispersed system that spans areas. It attempts to protect and preserve freight assets and prevent future expansion of the freight system also,
since we are taking primarily how to protect and preserve assets, it is important not to. But that aside of the equation. -- Is important not to forget the other side of that equation.
And a lot of the answers involve locations of various other land uses creating buffered areas of possible in the Kanebo boil down to watch orientation and building layout
and construction guidelines to help minimize some of the effects of freight operations.
I'm sure I'm not telling any of you anything you don't already but land-use authority of the US flows from the Constitution which delegates it primarily to the states to less likely passed down some of the land-use authority to local
One of the key areas where he thinks some progress could be made on resolving differences between freight and other land uses and state statutes and local governments to specify what is required of them in terms of land-use planning.
Harry certificates very few of these required planning elements.
And we have developed taking out modifying a few state enabling asked to show you how freight operations can be included in the state enabling acts.
What you get the on the state level it to the local level it basically flows from a comprehensive plan , sometimes called a general are master-planned long-range goals for the city or county and from that,
who has developed a consistent with a comprehensive plan that guides our site plans and subdivisions with actual construction and how land is taken forward.
Also important, regional visions have important effects on local land-use decisions. In fact one of our case studies looked at the Atlanta regional freight mobility plan which was developed a few years ago
and it was key in developing that plan. And POS generally established long-range transportation plan and short-term transportation improvement plan for this area of these can be key places to protect freight operations.
Local governments generally protect NPO corridors from land-use encroachment. Getting freight considerations into the MPS so it gives guidance to local governments is an important element of great compatible development.
Regional visions is a nonbinding type of exercise that has been undertaken in a number of areas around the country that is typically sponsored by local
and regional groups that provides a vision of what the future of the area is going to look like. Typically, freight has not been included but this is an area including freight hopping in the long-range planning. By way of saying,
would have long-range planning, they're a number of things we found that results is inadequate. Planning and again,
it boils down to most state enabling acts to include freight as a required planning on it so want to filter down to the local level. At some level, local governments to feel that freight is basically in their basket of things to do.
Another thing I should have put on a slide is often resources aren't available for freight planning efforts. Freight providers don't always cooperate and generally, education
and communication issues that also get in the way of planning for freight.
For example, planning to raise to provide a freight as a part of the curriculum and stakeholders aren't always involved in land-use planning processes because they are not aware of how it affects them
or they have not been included in the process. So, if I gave you what the main conclusions and direction that we would recommend from a long-range perspective, again,
we would start with amending state enabling asked to make it comprehensive including regional visions and long-range plans and as a result, creating zoning ordinances that prescribe design criteria for freight compatible development.
Involvement and communication is also a key to getting freight more involved in the land-use planning area. So again, I will close by mentioning Herrin vision freight website that has a lot more of this information on it.
We view it as being a resource that people can go to whether they have questions about various ways to implement some of these ideas that have briefly discussed and I think a lot of the case studies, website, stance and I'll -- stats
and I'll -- [Indiscernible word] and a few cases of Intermodal relocation provides some good illustrations of how to go about resolving some of these conflicts between land-use of alternative means and between freight
and alternative uses.
Thank you Mark will go ahead and start the question-and-answer session now. So we'll go ahead. Please fill free to type in questions and we will get to them but I'm going to go back up to the top start off with a question for Suzanne.
Could you provide a basic scope of work for the local government to hire a consultant?
No I didn't but as a consultant, I would be happy to provide that to you if you would like. A basic scope.
Other -- I am sure there are many consulting firms that do very planning for local governments it would be happy to give you a scope. So to sum in a mountain I can put something together for you
and I'm sure Jennifer would be happy to also.
The next question is for Jose. Digit compare satisfaction surveys of nonparticipant drivers in the same area for measure and improve on a pilot on the safety area digit poorly the safety numbers with original crime statistics?
No. Will they survey the participants and we asked them to give us a sense about expedients and we do not coordinate a [Indiscernible word] to safety measures.
What will be the cost to receivers to attending night deliveries compared to the savings you presented?
It depends my particulars of the receivers. In some cases, it could be as low as $10-$20 an hour. Additional hour into the off hour and in some cases, that could be $100. That is the roadblock
and that is why you are focusing on -- to basically remove the costs from the equation.
Mark, this is a comment.A bigger problem is that freight operators don't participate despite invitations.
What was your thoughts beyond that?
I guess I would not be surprised.
As I said, and one of my slides, freight off it doesn't cooperate so I think it's consistent with that kind of conclusion.
I will put him our thoughts for you on that.
NPO's interest in freight should. To love them information as the freight industry. When they approach them as part of a long-term Asian -- engagement.
In the focus groups, we heard something similar, freight was not cooperative with local governments and their issues and with different stakeholders in the area, long-term big picture you might get better reactions.
Jennifer, I want to say one more thing. This is Frank. Certainly, freight does not always cooperate but there are examples where they have and it is not universally true for this happens and depending on the circumstances
and it reaches a crisis point or basically they have good relations with people in local government and other stakeholders so I think a lot of it might be situational as well.
Another question for you, do you have tips on getting rail to the table prior to creating a plan?
I am aware of one railroad that is actively involved in looking at these issues. I don't think they all are.
I don't know if I have a magic answer to that.
I think it's opening of the education communication process and sometimes trying to get them to realize land-use planning issues and that is certainly not the case. And in many instances, because they don't know how it impacts them,
they just don't care enough.
Okay. I don't see any other questions at this point. We will go ahead and open the phones and see if anyone wants to ask a question over the phone but I encourage everyone to continue to type in questions.
In order to ask a question, press *1 the telephone keypad.
There are no questions at this time.
Okay thank you. What we will do, have looks like we might have some questions coming in. We will wait a minute or so and give anybody a chance to type in questions.
I will go ahead and read the closing information. Reporting from Havana presentations will be available online on the talking freight website and as a reminder, if you are a AICPA member
and want to receive maintenance credits for attending today, make sure you're signed in with your first and last name or type it into the chat box viewer attending with a group.
As I mentioned, the seminar is not yet available but I will send out an e-mail on it is up there. I encourage everyone to a download the evaluation form and send it to me after you have filled it out.
The next seminar will be held on September 21 and will be about advancing a foundational component of Smart roadside in his his, national standards and specifications for motion technology.
This is not open for reservations but it might be in the next day or so and I encourage you to check back on the talking freight website tomorrow.
The freight planning listserv is the primary communication for upcoming seminars and if you have not been -- joined it, I would encourage you to do so.
We do have another question. Will either of the reports give specific recommendations were lessons learned to help engage freight industry?
There is a separate FHWA workshop and workbook on engaging the private sector. They are both very good and if you contact Carol or Jennifer or Jocelyn Jones, you can schedule the workshop, which is a one-day workshop and engaging the
or document on the FHWA website.
Maybe Jennifer, when you say that the announcement that the minutes are ready, you can put the engaging the Airlink -- engaging the private sector link on that e-mail.
I am typing information into the chat right now.
From our perspective, we viewed the website as an outreach vehicle not only for people to learn about freight and its importance but just to show how providers account for the planning processes for them
and to the extent that leaking get people to look at the website and take it to our is one thing that can be done.
I hear that idea and a lot of issues that might come in or not something that we at a federal level to deal with were addressed and that would fall down to a lot of states and Michael governments and agencies.
We will take that question back and consider it out or planning meetings that we have internally.
I agree, I think there are a number of those around the country that are sponsored by local is are some way that freight carriers and they may be out there in the private sector.
We don't have any additional questions, I think we will end for today. I want to thank all presenters for their presentations and thank you to everyone in attendance as a reminder, if you have not joined the freight planning a list serve,
please do so and find out about future seminars. Thank you and enjoy the rest of your day.