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 Freight and Livability.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.
Today we will have three presenters: Chip Millard from the Federal Highway Office of Freight Management and Operations, Dwayne Fitzgerald from Coca-Cola, and Michael Kray from the Atlanta Regional Commission.
Chip Millard has been a transportation specialist with the Office of Freight Management and Operations since March 2008. In additional to providing situational awareness for freight issues to FHWA staff and managing activities for the FHWA Freight Council, Chip is involved in FHWA livability efforts by working to ensure freight needs are considered while promoting livable communities. Prior to joining FHWA, Chip worked as a transportation and land use planner for almost eight years for the Tri-County Regional Planning Commission in Harrisburg, Pennsylvania.
Dwayne Fitzgerald has been with Coca-Cola Refreshments in Atlanta, Georgia in many different capacities for 27 years. He currently manages a team of distribution specialists for the Southeast Region of the USA. He is the third generation of his family to work for Coca-Cola. His grandfather was one of the original distributers and salesmen.
Michael Kray has been a principal planner at the Atlanta Regional Commission since 2007 serving as freight program manager since 2009. He was a project manager for the Atlanta Strategic Route Master Plan, ASTRoMaP, completed in 2010.
Today's seminar will last 90 minutes, with 60 minutes allocated for the speakers, and the final 30 minutes for audience Question and Answer. If during the presentations you think of a question, you can type it into the chat area. Please make sure you send your question to "Everyone" and indicate which presenter your question is for.
Presenters will be unable to answer your questions during their presentations, but I will start off the question and answer session with the questions typed into the chat box. If we run out of time and are unable to address all questions we will attempt to get written responses from the presenters to the unanswered questions. The PowerPoint presentations used during the seminar are available for download from the file download box in the lower right corner of your screen. The presentations will also be available online within the next few weeks, along with a recording and a transcript. I will notify all attendees once these materials are posted online.
One final note: Talking Freight seminars are eligible for 1.5 certification maintenance credits for AICP members. In order to obtain credit for today's seminar, you must have logged in with your first and last name or if you are attending with a group of people you must type your first and last name into the chat box. I have included more detailed instructions in the file share box on how to obtain your credits after the seminar. Please note that today's seminar is not yet available on the AICP web site. I will send out an email to everyone who registered once it is available for credits. Please also download the evaluation form from the file share box and submit this form to me after you have filled it out.
OWe're now going to go ahead and get started. Today's topic, for those of you who just joined us, is Freight and Livability. As a reminder, if you have questions during the presentation please type them into the chat box and they will be answered in the last 30 minutes of the seminar. Our first presenter will be Chip Millard from the FHWA Office of Freight Management and Operations.
Thank you Jennifer. Thank you for attending the webinar. This topic is one of great interest. I will try to give a brief overview for those of you [ Indiscernible Name ]. Also I will give a definition of livability.
The book will be about the similarities between Freight and Livability. I will provide information about the support of livability and information about how great goals and livability goals are consistent.
It will be tied into the core principles.
The importance of Freight and Livability for the US DOT.. It is a priority. Very important as it relates to the US economy and trade.
A key components is looking at the second point. With meeting resident Obama to double US exports between 2010 and 2015. Also livability is a US DOT priority.
It was one of the primary evaluations with the [ Indiscernible Name ] grants. It is tied to the increasing the quality of life.
I want to talk briefly about freight transportation. To give people an idea about how it works in terms of different modes. This shows cost continuum. Showing the different modes of transportation
and the modes short on the left are faster.
They tend to be used for time sensitive shipments or higher value. On the right, the mode that tends to be used for goods that have a relatively low value relevant to wait. They don't need to move quickly. Such as bulk shipments.
Certain goods tend to move by certain mode. If you have goods that are high-value or sensitive or partial.
They go on faster modes of transportation. They will fly by air if they need to get there immediately. Some cases you talk about rail.
With lower value or low time sensitivity they tend to go by a slower mode on the right. It is important to know, their is a lot of discussion about shipping freight from one mode to another, getting trucks off up the road etc.
There opportunity to do that but because of the types of goods that are being shipped and the needs of the people receiving the shipments, or the manufacturers producing the shipments, they go by certain modes.
It is important to understand that. Also trucks will often handle the last mile of shipment. You don't have railroad or airport ever structure -- infrastructure.
The definition. Tying quality and location transportation facilities to communities.
Including the capacity issues on the roads with appropriate planning infrastructure design and traffic management. One of the key things of livability is to understand it recognizes the unique character of each community. It can be urban,
suburban but also rural.
Trying to maximize transportation regardless of where community -- where the community is located.
This shows the fixed or livability visible identified by the community partnership. Their are the fixed core principles. Five of the six, the once shown in bold.
They either can be freight transportation directly supporting these core principles or where freight is consistent with the livability. Sometimes they seem different, freight is integral
and in other cases there is a consistency between what is desired when talking about enhancing mobility and what is desired when talking about freight. I will show the definition of the core principles for that particular area.
This is the definition for [ Indiscernible Name ].
[ Indiscernible - poor audio ].
This is the livability core principle where there is a close tie between freight transportation and livability.
It is something that freight transportation is essential for picking up and delivering. If they cannot be picked up easily and delivered such as restaurants and stores, the communities Livabiltity is reduced.
Free test education is critical for transect-- Livabiltity.
-- Freight is critical for Livabiltity [ Indiscernible - poor audio ].
This is where transportation can keep the needs of jobs and the means of delivery in mind to sustain and enhance Livabiltity.
This shows an example about the portable -- Port of Baltimore.
50,000 drops -- jobs. How -- one thing to consider, especially the facilities that handle discretionary or non-local freight movement. They have competition from other facilities. They face competition from other ports.
Making sure the port is able to be economically viable is important. Also the location -- [ Indiscernible - poor audio ].
It can make them susceptible to non-facility related traffic issues.
Such as [ Indiscernible Name ]. You may have port facilities there. It is viable for the community but there can be development challenges and conflicts.
Unless -- [ Indiscernible - poor audio ].
It as a negative impact on the job in the community.
Think about the waterfront. You may be familiar with these. It has been successful to the city of Baltimore as a tourist attraction.
Many people that live in the area and visit can utilize this and have economic benefits.
Along with that, keep in mind the port area development. It is very attractive for different kind of presidential and commercial uses. It can have challenges when talking about existing industrial development.
They can threaten the court's viability.
-- Port viability.
The city of Baltimore created a new industrial area. To preserve the existing industrial port related uses.
Trying to preserve pre-existing economic viable development and project the job generators.
[ Indiscernible - poor audio ].
This is another one where there is a strong tie between great agitation and Livabiltity. -- Freight transportation and Livabiltity. It depends upon whether or not freight transportation needs are considered in planning efforts
[ Indiscernible - poor audio ].
These are considerations when talking about communities and neighbors. You have to get your goods into the community. Walking two different stores and restaurants.
If you can't get the goods to the community it becomes a real problem for the community in terms of sustaining Livabiltity.
Next we show the challenges that occur and some issues if there is not appropriate types of planning thoughts in terms of you have residential or not residential. Or probably accommodating transportation within the community.
This shows pre-existing freight facilities.
Also residential development was put near these facilities. That creates problems for the community. You have trucks passing through the community which is not desirable.
It has a negative impact on transportation because you have residential development and people complain about the traffic.
This shows a different perspective about that properly considering freight needs or Freight Transportation within the community. This sidewalk has been torn up because trucks have been writing over the sidewalk.
-- Driving over the sidewalk. It was not appropriate literature existing truck traffic.
It is a negative impact on Livabiltity as well. Especially if you are handicap. Also, you see the yield sign. It is obvious that they recognized the problem but they built the sidewalk the way they did.
Changing gears, a positive proper of accommodation [ Indiscernible - poor audio ].
Produced goods are being delivered in an urban area. They can park alongside this area and easily deliver it to the businesses. And provide an enhanced Freight Transportation.
There is no double parking and no congestion.
It improves AC -- safety.
Proper a combination of Freight Transportation corporate deliveries can be beneficial for Livabiltity.
The third principle. Communities and neighborhoods. There is consistency but also -- I'm sorry -- my apologies. [ Indiscernible - poor audio ].
Logistics needs are often and after a -- five.
[ Indiscernible - poor audio ]
The key is trying to find the right balance between on freight Livabiltity and Freight Transportation needs to make it more likely to make the community attractive.
[ Indiscernible - poor audio ]
The key point is that with freight transportation there is opportunity that exists to consolidate.
Consolidating freight uses, with hope locations -- publications.
-- hub Locations.
You have a reduced impact on the community as a whole because instead of dispersing related development you concentrate on the small number of locations. Most of the community is not impacted as much by Freight Transportation.
The key thing to note is thinking about limited abilities [ Indiscernible - poor audio ].
This is an example of a hub. In the Dallas-Fort Worth area. There is different hubs.
There is good air cargo access and access to major commercial airports. This is something that has benefited.
Poor automatic -- [ Indiscernible - poor audio ].
This shows a picture of the great site -- Freight Transportation site.
Coordinating policies. Trying to get more funding sources for public and private to increase operation.
[ Indiscernible - poor audio ].
There are many public-private partnerships. In terms of finding the funds to implement Freight Transportation improvements.
This shows the importance of those projects. Some of these projects provide ancillary Freight Transportation Livabiltity benefits.
The Chicago [ Indiscernible - poor audio ].
This is a program in Chicago to reduce conflict especially on the real side doing passenger rail and freight rail.
It is focus on reducing the number of [ Indiscernible Name ] processing. There was a great need that was identified by.
It's different stakeholders. Federal, state and local and the railroad them selves. [ Indiscernible - poor audio ].
They contributed funding beyond to making these improvements. They are getting more bang for buck because different entities are at the table to provide funding for necessary needs.
This shows where some of the improvements are located.
[ Indiscernible - poor audio ].
Going on to the next, providing more transportation. This is something for there is consistency between Freight Transportation and Livabiltity.
The key is that the US DOT objective is [ Indiscernible - poor audio ]. For as long as possible. Many freight movement often require solutions. [ Indiscernible - poor audio ].
There can be opportunities to provide more pets -- transportation which enhances Freight Transportation and Livabiltity.
Having the right mix provides benefits for Freight Transportation and Livabiltity [ Indiscernible - poor audio ].
The real separation. -- Rail separation. It handles about 14 Amtrak.
With [ Indiscernible - poor audio ]. Spec --
In terms of where this is located. The picture at the top is the actual separation near the center.
That wraps up my presentation. Thank you again for -- [ Indiscernible - poor audio ].
Thank you. Our next presentation is going to be given by Dwayne Fitzgerald, Coca-Cola.
I want to talk about our livery process and how we -- delivery process and how we live day to day and sustainable communities but also everyday [ Indiscernible - heavy back ground noise ]
Coca-Cola strive to be a good neighbor to the Earth and a corporate citizen. At the same time we are in business to put a product out. We have to be very concerned and open and listen to everyone's ideas.
We wanted you are right thing for everyone. -- We want to do the right thing for everyone.
We are the world's largest producer of non-alcoholic beverages. 1.7 billion servings per day. That is a large number. It requires a large fleet of trucks on the road and in communities every day.
You see our rolling billboards throughout your cities.
One thing that has helped reduce traffic. And we have reduced the amount of trucks and lorries at one time -- deliveries at one time but at the same time we increased the amount of product we sell. How have we cannot?
Okay to that -- how have we done that? I will get to that later.
In the Southeast region, to bring you down from 50,000 foot view to a 5000 foot view. The area I am concerned in from the Atlanta office.
We operate in six states and deliver about 1 million cases per day. Over the years or vehicles [ Indiscernible - poor audio ].
To the open trucks and a truck like you see on the right side.
At the same time and this is a 44 year view in Atlanta. Quite a change. On the left, there is more traffic going southbound 85 now in 2011 than there was on the entire connector in both lines 44 years ago.
It has changed that much in 44 years, what will it look like by 2050 we probably a pretty scary view. If we don't start talking about them now. That is what we want to be in the ground for up these discussions.
We want to create collaborations and partnerships with the US DOT.
We can help to get input. This is a pretty common seen -- view. We may not be able to change the past but we can help decide the future. That is where some of these collaborations between companies like ours
and other people will help if the input.
All of us to our good deeds to be the great neighbor to the Earth and to the sustainable community. And also stay in business. With that said, what is our process?
Customers place their orders through a sales person or by phone.
The orders are transmitted electronically to a central dispatch. That part is not area. It comes to my area of 30 people. They are reviewed. For a particular distribution center and determine a best mode of transportation.
The software basis for decision on time Windows, geography, workload of drivers. We have a lot of things to look at.
Add to all that, traffic.
Traffic is worse in some areas.
Everyone has their own challenges for that. We use all of this information and we optimize its with software.
Here is the task at hand and here is how long it should take.
The complete those routes and send them to distribution centers throughout.
They are loaded on trucks and delivered.
What challenges does the drivers face?
Customer time. You can only deliver during times they specify. For any number of reasons. For example a large grocery store change that only has a receiver that specifically just receives votes from other vendors.
Just like Coca-Cola, potato chips, etc. Their entire job is spent receiving those orders and verifying invoices.
They have certain times that those people can work. That is one of the big obstacles.
Traffic congestion is a challenge obviously. Any number of things can happen that takes the driver off course. Once he has missed one, the rest of his day is probably downhill from there. He will miss the rest of them as the first one.
Accessibility. There are areas that don't allow deliveries in certain time ranges.
We have a grocery store that doesn't allow deliveries until 9 AM.
It is the neighborhood does not want to hear the trucks. Pedestrian areas. We have areas within those zones that make it difficult to deliver.
An example, the University of Georgia. They are moving to more of the history and -- more of a pedestrian area.
We have to have a plan to get around this. On that point. One of the things that we've done or partnership with. About eight years ago on a situation.
Curb slide -- side deliveries.
In Athens [ Indiscernible - poor audio ]. It is very busy.
We have many different types of delivery vehicles. Their challenge, how do we do this and not clog up the parking. When it comes to realize your customers, such as a bar in a college town. If we want to deliver on -- at 8 AM.
They are probably closed a couple hours prior.
We said, what about another lame.
-- Laying -- lane.
They designated the middle lane as they delivery zone. They painted red lines and incentive taking a parking spot to park in the middle lanes. It has worked really well.
What actions have we taken to help?
During non-peak hours. That has been a must do in some of our tourist areas.
We get 90% of our till every stunt at night. -- 90% of our deliveries done at night. We continue to try to make alternative deliveries at all of our distribution centers.
Geographic optimization. We try to deliver on the same taint -- timed.
You can probably think of the road [ Indiscernible - poor audio ].
If we can get those of our deliveries made in one or two days, sometimes it is possible and sometimes not. It depends on the volume of that store.
Rather than going five days per week and delivery five stores each time, if we can get 12 on one day and 13 on another, hooray. Sometimes it works and sometimes it does not. It optimizes our sales routes.
We know that we are not going -- everything is presold. We know we are not going to just inadvertently writing up and down -- driving up and down a road.
[ Indiscernible - poor audio ].
Our trucks may only be five or six five or 6 feet longer than the truck before. But it is taller. The actual footprint is taking up the same or a little bit more than what it was. It is still a lot more than having two of those.
As these older unit lifecycle out, we will replace them with hybrid electric vehicles.
The technology is there and I encourage any of you to look at that if you are thinking about replacing if your fleet. Even the local government. GPS devices.
We are utilizing GPS in the initial stages because it has taken several years to develop what we want it to do. We want it to say more than where the truck is located.
The clip needs to equip data.
We need to do the speed, travel time and it helps us to understand traffic patterns. If 10 days in a row or 10 deliveries in a row, we send the driver at a specific time and he is taking one hour and 15 minutes. By chance we decide,
what if we reverse all of his deliveries.
Sometimes we find out it takes longer and sometimes we find it takes less.
We keep tweaking the system. Until we find the sweet spot. We use that data so that we are dispatching that our the data is there.
-- Dispatching that out, the data is there.
Those are tools at our disposal.
That has been good and exciting stuff and we have a long way to go to finish that.
This shows the different things I was talking about in the older vehicles. At the top is a side load. There is still quite a few of those out there in the distance. There are smaller trucks that aren't -- or combination.
Some restrictions have dictated that we have to keep some of the signposts. At the bottom -- some of the signed -- side loads. At the bottom, it shows how these have an 8 foot difference.
It is the same except one key indicator.
[ Indiscernible - poor audio ].
As we lifecycle those out, it helps with the admissions and RFID footprint.
-- RFID -- carbon footprint.
That is all I have and want to thank you for being patient with my presentation.
I hope you have learned something.
Our final presenter is Michael Kray, Atlanta Regional Commission .
Thank you. It looks like it is time for round two. I will talk about a truck route study we did in Atlanta. How we accounted for potential environmental justice impacts in that study.
First off, the agenda. I will talk about the truck route master plan, a.k.a.
Master plan. The methodology that we use to analyze the environmental justice impacts.
Here we have an overview of the Atlanta NPO region. My agency for transportation purposes encompasses all or part of 18 counties. In the center, the city of Atlanta. The important note, the interstate network. It works very well.
The interstate carries the majority of the truck movements in the region. But there are issues.
When we did a previous great study in 2005, as part of the stakeholder outreach we found a need for cross regional mobility. Something other than the interstate network.
If you divide the region into quadrants. For example you want to go from the northwest quadrant to the southwest quadrant from the city of Cartersville. The only way to do that efficiently is to get on the interstate,
come down to the congested area and around the perimeter of 285 and go back down to 85. That is not a draft shot. Similarly there is not a good way to go from the northwest to the northeast. You have to utilize the interstate network,
come down and go back up.
We were looking to address with our truck route master plan. Cross regional mobility. Access for trucks to major freight destinations. Also we want to provide redundancy to the interstate network.
In case something happens such as a flood or accident. We wanted good alternatives to that network.
We started off with an initial network from our previous study mentioned in 2005. We call this our regional quality highway network.
We like to use a lot of acronyms.
This was a network that was done well with planners judgment.
No real vetting with the industry or analytical analysis. The wanted to take that network and see if that worked for both truck routing and how that impacted our environmental justice populations.
That is the transportation network that we analyze. The other thing that we took into account was the land-use alongside within 1/2 mile up the road we network. -- Roadway network.
For land-use planners this is a typical land-use color scheme.
I want to put it up here for reference.
To show a database that we have. This is our plan to probe database. -- Plan process database. For all of the parcels in 18 counties planning areas plus planning areas +2 additional counties.
The the land-use we get an idea of feet -- of the intensity of the freight area. This is important.
A lot of times when you talk not just to citizens but a lot of planners in general. When you talk about freight. You tend to think of industrial uses. We are houses, manufacturing centers.
Distribution centers. A lot of people think of those as the only places that generate truck traffic. This illustrates the major industrial areas in the Atlanta area. If that was all we had to plan for, it would be pretty easy.
It's relatively easy concentration of areas that you could design or assign a roadway network and accommodate those.
When you look at freight generation by land-use it is much more than the industrial uses. Commercial areas are going to generate a lot of traffic.
When you talk about Coca-Cola they are not delivering to manufacturing locations, they deliver to commercial retail outlets.
Any commercial land use, industrial, transportation areas such as airports or river was -- for foods.
In addition, agricultural uses are going to generate truck traffic. When you take all of the truck generating land uses and map it. This is what it looks like for the Atlanta region.
It is much more spread out. And more difficult to find an optimal network for this. In regards to environmental justice planning, these are the area to accommodate.
We also have to see if environmental justice populations will be present in these areas. And if we can't try to avoid those if possible. In the Atlanta region we have defined it by poverty and race.
Then for the purposes of our truck route studied we added age.
The reason, because the particular matter skewed by diesel engines tends to affect the young developing young -- lungs and older lungs or so than the typical population.
We look at poverty, race and age.
And the populations within 1/2 mile up the original priority freight highway network.
This illustrates the percentages of block groups in the buffer area that had some sort of environmental justice present. If you look at the 18 County region there are pretty high percentages. To the core, we are approaching 100%.
That tells you that you have difficulty avoiding any sort of environmental justice impacts. So you tend to go to vacations.
The methodology that was used to analyze whether or not -- if you look at this and move from left to right you have increasing freight intensity. From the bottom to the top you have increasing environmental justice impacts.
When you look at the bottom right box, the imbalance non-, environmental justice .
With no environmental justice present. In a perfect world that would be where you want to send all of your tracks. You can provide access to those intensive freight areas and avoid environmental justice populations.
That does not always happen. The box to the left is low freight intensity.
Spec those are the easiest to remove from the network. If you have a route going through an area with low freight intensity, if there is a viable alternative you may want to choose that.
Because that route isn't providing access. It is providing the transit through the area. Finally, the top right box, in balance environmental justice . That is where you have conflict. You have high intensity great generating land-use.
And environmental justice concerns. This is where he you -- this is where you talk about mitigation. It is difficult to move throughout and you have multiple populations around -- vulnerable populations around the truck.
These are the environmental justice categories. As you know from number one number 1-7. You have more groups that are affected. If you are in a seven, you have three different racial groups and poverty present.
You have a number of different environmental justice groups that can be affected. The we look at the census block groups.
We are able to pull out those trouble areas. This is an example which is a growth company. In the Atlanta region. The column with the colors, shows whether or not there is a presence of that environmental justice conflict.
If there is nothing there , there is no environmental justice .
Conflict. When you take all of the census block groups, you have a number of routes that had that troublesome in balance environmental justice category.
What it looks like spatially is all of the analyzed truck routes in this county. This map shows the land-use in a half-mile buffer around the roadways analyst.
-- Analyzed. Unfortunately there is really not a lot of alternatives here. It is relatively moral -- Rubel -- rural.
When our analysis was complete,the environmental justice analysis that it went along with. This is the final network we came up with. There are seven or self routes in blue -- North South routes in blue. You have eight E. West core doors.
Then you have important conjecture -- connector corridors that right access to major freight generating areas. Those don't go across the entire region. They are important but not in the regional.
This network is what we are using as a policy tool for investing in freight improvements in the future. In addition, you can use it to test how we did. It shows all of the elementary schools within the 18 County area.
Along with the freight generating land use.
The elementary schools within 1/4 mile of the freight intensive land-use.
There is about 60%, 306 out of all of the elementary schools are near that freight generating land-use. It means the students that go to those schools will be exposed to particulate matter from the trucks making deliveries in that area.
You can take that and compare it to the truck route network to see how we have done and how we were able to do with avoiding those schools.
We only have affecting 34% of the schools. At least in the transit cross region mobility. The trucks your lacy fronds -- the trucks utilize these routes. If you look on the outlying areas there is another issue. With trucks
and community impacts. A lot of these state routes have schools located on them.
Schools are making location decisions the same way a lot of businesses are. Cheap land and adequate transportation access. Especially when you get into some of the newer developing areas that are having greenfield school development.
If you have a school on a major route, it may be good for building and the cost of tilting and getting kids there but they negative -- maybe negative impacts.
I want to reiterate the types of projects that we are looking to fund on this truck route network. Like showed earlier that you up sidewalk.
-- Choose chewed up sides were. -- Sidewalk.
This can be a safety concern also.
If you look at this , the total cost is under $100,000.
If you are able to go and hunt this.
And have adequate geometrics to accommodate the trucks you can do something for $100,000 that will benefit the transportation network and ultimately the users of the roadway and those who are buying the products delivered by the trucks.
That is the end of my presentation. I guess we will take questions.
Thank you Michael. We will go to questions and answers.
[ Indiscernible - poor audio ].
We were not able to have a alternative route chosen.
What we did was work with the couple different air-quality partners in the Atlanta region. The Georgia Conservancy, mothers and others for clean air. And the Georgia EPT division.
To write in recommendations into the air quality in education -- mitigation and of our study. In a comment for -- it accounted for construction and future land-use that could help with that population.
Okay. Communities with Potter see -- poverty and -- [ Indiscernible - poor audio ].
Can you repeat the question?
A community that has poverty with race conflicts are different in the analysis?
Assuming that would be different than a racial presence with no poverty? I will take the question that way. The reason we have that, poverty regardless of race, puts you in a horrible position.
But with federal -- many minority groups are often more adversely impacted by transportation and other things than non-environmental justice groups. On the same -- that is showing that it is more than one group being affected.
It wasn't necessarily a rank order. But we are showing more than one group.
Some clarification was typed in. Why was the community that has poverty with one race conflict be different than to race or three race conflicts?
That is not necessarily -- we were not breaking them.
-- Ranking them. We wanted to account for all of the different communities. We could have just said we had a ranking system that poverty, race, age and that is all. But we decided to separate them out. We did not rank them.
It wasn't three being worse than one.
Did you incorporate interregional freight flows into the [ Indiscernible Name ]?
Yes we do. We look at truck numbers and probably more importantly, we were interested in talking to the carriers to see what routes they were using. We did a lot of outreach. We talked with Coca-Cola extensively.
About what routes they use and the best routes and wants to avoid.
We had global insight and looked at the freight flows. We were not sticking strictly to those.
We were trying to figure out where we want those close to go in the future. We look at the best roadways to accommodate those in terms of the roadway characteristics like Lane with and travel speeds etc. Also,
the access to freight generating areas.
Thank you. Questions for chip. Then we will go to Dewayne.
The first question, for goal of president Obama. Is there any more information on the goal of interest?
From looking at the questions, I think that is one of the other [ Indiscernible - poor audio ].
What efforts does FHWA work with facilities to support local hiring --especially environmental justice -- [ Indiscernible - poor audio ].
I would say that the issue of environmental justice communities or in general employing local community residents. That generally speaking is more of a local or regional issue. In terms of addressing that.
In terms of -- it may vary from location to location in terms of how that is being addressed. In terms of current employment there are some residents that live in or near the freight facility.
Such as though water poured.
-- Board. Generally there is not is close of ties between people working at freight facilities and people living in communities. Going back many years ago, transportation. Such as World War II. It wasn't as well developed.
Don't have -- [ Indiscernible - poor audio ] stack --
Several cities talk about villages but I have not seen this implemented.
[ Indiscernible - poor audio ]. Spec there is a couple that I am familiar with.
One was called Centerpoint in Joliet Illinois.
[ Indiscernible - poor audio ]. That is a location where there would be a freight village.
There is a freight village in Staten Island. There is a multimodal facility. I would recommend the study that was done for [ Indiscernible - poor audio ].
Now we will move on to questions for Dwayne. What role does Coca-Cola have ensuring idling ordinances to improve air quality?
We follow what ever ordinance that is in tact. Our vehicles are all clean model vehicles. We are following local ordinances on those.
Does Coca-Cola participate in a working group for it stakeholder group planning to many?
Yes. We are interested in helping anyone we can if there are any in your area.
What percent of Coke deliveries are in the off hours?
That is something I do not know.
I cannot give you a number, percent wise but based on my knowledge in the Southeast, I would have to say it is about 15% in that if the Wildcats -- wild guess.
Does Coke have a policy on raising the gas tax similar to General Motors CEO which is one dollar per gallon increase?
Nothing that I am aware of. I have not heard any information of a position that we have on the gas tax.
To customers who accept a peek deliveries receive a discount?
No. That is probably a good idea.
We have not approached that to any of our customers. But things like that are certainly things that we would offer our customers and see how open they are to it.
Can you name to cities in the US that have done a good job to provide truckers to deliver consumer goods to their residents? Especially where they have working conflicts?
From Coca-Cola standpoint and unfortunately I cannot say that those exist.
The probably -- they probably could be. I could not name two examples for with a good job ahead.
The one I know about is New York City. They have created their own truck route network. It is extensive.
There was a lot of things they had to go with with people saying they don't want trucks are here. I don't know many people who live in neighborhoods that want trucks coming through their neighborhoods.
I know you did a good job with that area -- I know New York did a good job with that.
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To identify where the key truck routes are based on the needs in the region.
We had to work through issues.
We did quite a bit of public outreach as well as industry outreach. Especially in the city of Atlanta. There were neighborhoods that we had to work with to accommodate them and the trucks. We were able to do that.
Thank you. Back to Dwayne , what is Coke's position relative to the polling?
-- Poll toll lane.. Spec it has been talked about for many years.
I cannot say we have a position on that either way. We are obviously just -- if that's what it requires and the best thing overall, we would probably support it or you -- support it.
How does Coke allocate time for each delivery based on the density?
There is more time for the urban environments. Within the software that we use, we slow the truck speed down. We have is that -- set miles per hour which is very much reduced from the posted speed limit. If it is 45,
we will drop it by about 10 mph. If it is a very dense area and we have knowledge of that you may drop it to 75% of the speed.
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Security is always a issue. Retailers don't want have someone in their store just to receive. What we have found in most places. Is anymore chance and well lighted area. It depends on the volume of the store.
If that store is very busy they have a need to have more employees there at night as well.
It works out to where they already have people on staff. That is one of the concerns and reasons that we don't have more customers on that.
Not really. My understanding of off-peak deliveries. Is all about the shippers.
I don't know anything about the safety of it. Spec I am not particularly knowledge about specific examples. There is some receivers in some stores that may have security areas in terms of allowing off-peak deliveries.
I don't know about who the examples are.
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More public and private funding for local [ Indiscernible Name ] and construction would help but money is scarce.
As far as an idea. This may be things you already know.
A challenge is that when you are talking about freight rail, from the railroads they are probably privately owned. It makes it difficult to try to say, this is what you need to do in terms of reducing idling etc.
Some railroads, are looking into developing alternative hybrid engines. To reduce emissions.
I think their intent is to try to operate them mainly in the real routes for movement. They look to focus on enhancing infrastructure in areas where there is need for infrastructure in terms of putting their trains.
Although that may not necessarily address the styling issue. I would say in terms of trying to address the issue. To be something where the community -- it may be difficult -- but if the community identifies that as being a problem.
Trying to reach out to the railroads and the railroad in question. Trying to engage them on this issue. To discuss and talk about some of the challenges and concerns about the idling.
The incident cases the railroads are focused on trying to reduce costs.
In the Atlanta region, we have been using CMAC money. It has a very specific -- it is pretty flexible but it has air quality benefits. We have been taking that money
and letting the rare roads purchase -- Rove wrote purchase railroads purchase [ Indiscernible Name ]. Those are generated by generators.
We use that funding category to purchase those. That might be something that can be done.
How do you propose to reconcile potential conflicts between pedestrian needs with truck traffic needs?
This is something that we definitely were very concerned with with our truck route network.
We have a very strong pedestrian coalition in Atlanta. You may not think it is but we have a strong advocacy group. I will say that I don't think accommodating trucks is exclusive to accommodating pedestrians.
You can make a safe crossing for this trains at the same time accommodate trucks.
If you have to increase the turning radius if it makes it longer crossing you cannot have pedestrian refuge items -- islands. If there were pedestrians standing on the sidewalk while trucks are turning,
is very -- it would not be unheard of for a pedestrian to be flipped -- clipped. It does that mean to make it shorter or easier crossing in but you can make it safe.
We are very concerned with the fact that we are talking about a very limited set of roadways that are generally larger roadways that are built for throughput of all traffic.
We are not talking about an increasing turning radii in all sorts of sizes and in neighborhoods and downtown. If you do it in a rational measure of way and accommodate the safety of the pedestrian you can do it.
I think the issue about reconciling. Jeff or Michael gave an answer in terms of different weights -- different ways to mitigate safety. Having an understanding of where you're going to have your truck moving.
The idea that you don't have to have every street or every road designed in such a way that it is going to have truck traffic.
The streets that are more significant commercial quarters in terms of commercial development, stores etc. If you talk about roadways that handle
or serve a host of those kinds of uses it is important to be sensitive to understanding what kind of trucks are existing. Get a sense of what the needs they be based on existing truck traffic patterns. Doing some observations and outreach.
To some of the carriers that may operate on those streets.
I think it is about being sensitive and aware of what kind of existing truck volumes there are. On different roadways. Making sure you probably design your roads
or streets based on the existing land use is which is really what is generating the truck traffic. They aware of that and being appropriate and sensitive in your designed goes a significant way.
To fully solve -- not to fully solve but it addresses the problem in a way that makes good sense.
Dwayne, is there anything to add?
I have to concur with Michael and Chip. It all begins with education.
Too many times when people aren't educated on the whole scope of this. The whole idea of when you explain these things to them.
They have the moment where they say they had not thought about that.
When we educate folks. The first thing that most general public will probably say, you need to ban trucks. That is the initial response. That is the correct response. Maybe our first priority is to make it saved -- safe.
That is the first thing. Then we work on improving. It could be that people are giving up something.
Maybe the truck has to go 300 feet more to make a hard turn that is more difficult but at least now the pedestrians are safe.
Education, whether partnership, public private, workshops offer information for roads being redesigned. Hopefully that would be some of the education they need. Spec --
Thank you. We are all most out of time area -- we're almost out of time.
Thank you for your great questions and thank you to our presenters for a very interesting presentation. I would send and e-mail with the transcript and the presentation is online.
The next is on July 20, freight facility impact fees. It is not available yet for registration.
Hopefully in the next few days. And I will send it out.
Thank you everyone. I encourage you to join the listserv. That is how we advertise these webinars. Enjoy the rest of your day.