Good day, ladies and gentlemen.
My name is Angel and I will be your coordinator for today.
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Now I would like to turn the presentation over to your host for today's call, Miss Jennifer Seplow.
Good afternoon and good morning to those of you on the west.
My name is Jennifer Seplow and I will moderate today's seminar.
The topic is linking freight with context sensitive design.
Today's seminar is being recorded.
Today we'll have three speakers, Allison de Cerreno Ph.D for policy and management at New York University.
Roberta Weisbrod of the partnership for sustainable ports and Dick Gordon of Cansult Limited.
Dr. Allison deCerreno is codirector of the NYU Wagner Rudin center and research scientist at New York University.
She's the executive director of the national, so of city transportation officials.
She holds a Ph.D in political science from the graduate school and university center of the city University of
Prior to joining the Rudin center, Dr. Decertaino was Director of.
Sciences and associate of Director of.
Studies and research associate for Latin America at the council of foreign relations.
Among more publications are high speed rail projects in the United States, identifying the elements for success which is forth coming,
the dynamics of onstreet parking in large central cities, transportation research record 189, context sensitive solutions, dividing the pie, placing the donor debate perspective.
She is editor of maintaining solid foundations for high-tech growth, university industry government relations, obstacles and opportunities and scientific cooperation,
the role of a scientist and mitigating international discord.
Dick Gordon is manager transportation planning with Cansult Limited based in the Toronto area.
He was product manager for land use planning guidelines for Ontario's ministry of transportation.
He has 30 years of transportation planning experience much of it acquired while in the employee of metropolitan Toronto.
He holds manufactures and bachelors degrees he is registered as a professional engineer and professional planner in the province of Ontario Canada.
Dr. Roberta Weisbrod is the principal of partnership for sustainable ports.
She was on a team that performed a feasibility study in Union County, New Jersey for the Department of
Economic development and working on enhancement studies for the New York produce market for the New York state Department of.
Transportation and energy research development authority.
She is the leader of the pro bono effort to save the Red Hook graving dock.
Prior to establishing her business Roberta Weisbrod was director for sustainable transportation at Inform, an environmental organization,
director for port and intermodal planning initiating the cross harbor rail freight and strategic plan for the port of New York and commissioner for the New York State Department of
Knarl conservation where she worked on maritime and environmental issues.
She is the author of numerous papers of freight planning issues.
I'd like to go over a few details.
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What we'll do is hang on for a few minutes and let a few more people join in and at *6789 we'll get started so operator, we can put everybody back into hold for a few minutes.
Welcome back, everybody.
It's now about *6789 and I see many others have joined us so we'll get started.
Today's topic is linking freight with context sensitive design, notable practices.
For whose who just joined in, if you think of questions during the presentations you can type this into the chat area of your screen.
Presenters will be unable to answer the questions during their presentations but we'll use the questions during the last "The of the seminar.
I'll turn the call over to Allison de Cerreno, executive director of the National Association of.
City transportation officials.
Allison, if you give me a moment I'll get you set up and you can get started.
Let me begin with just a brief background with my experience of context solutions and freight.
We worked on a study a couple of years ago on context solutions in large central cities for federal highway administration along with our enacto.
And also one on domestic freight for port of authority for New York and New Jersey.
Until I needed to do this presentation I hasn't linked the two so what I'd like to do today in terms of the goals of the presentation are to provided background on consects solutions
and how it might be linked with trait and provided specific examples.
If you look at the title it's context sensitive solutions for freight since I think this is using consecutive sensitive solutions can be a very effective way to helping make freight good neighbors.
Lets start by defining context solutions since there are multiple definitions.
They use slightly different versions or don't use the phrase.
I like to think of it as a cloud.
When you look at it from afar it's easy to discern but when you're in it it's nebulous.
Federal highway administration is the following definition, a collaborative approach that involves all stakeholders,
that fits the physical setting and preserves scenic resources while maintaining safety and mobility.
I prefer the definition which is the one here on the slide.
It's more simply stated and a way of doing business that's incorporated into everything.
As it says here a philosophy where solutions are designed in harmony with the community.
As it is here CSS isn't just a project but everything is a CSS project.
It's important to make the point that context sensitive solutions include public participation but context sensitive solutions doesn't equal public participation alone.
It includes a lot of other things.
The interdisciplinary project which involves planners, architects, a comprehensive look and flexible design which allows for modifications when necessary.
And finally in terms of definitional components, it's important to point out that CSS is about making a place.
When you're dealing with CSS and transportation you're not using a facility to go from one place to another but have the facility be a place you want to come in some way in some fashion.
In the work we did with NACTO, we identified a number of difficulties in implementing context sensitive solutions and helpful to point them out.
First is competing interests.
When you involve the public and involve multiple stakeholders and multiple components of one agency or a multiple agency you're going to have competing interests.
The second is fiscal constraints which effects every project.
The third is particularly important.
Institutional inertia and in particular what we were pointing to was the historical way of doing things so getting this interdisciplinary activity together is not as simple as one would hope.
Lack of definition which is clear with the few definitions I gave and finally legal concerns and that is around the liability of implementing flexible design when doing context solutions.
When thinking about CSS, most people immediately begin to think about pedestrians and roads and making the ladder more accessible to the former
but it's more than than especially when you think of a philosophy in the multiple disciplinary approaches and so on.
Further as I mentioned earlier CSS could be a help on freight projects which one against community opposition given concerns related to freight movement through the neighborhood.
CSS can balance needs and concerns.
There are particular I knows to think about that are of special concern to the communities in which freight projects are situated.
A number of these concerns are identified in a TRB report that looked as freight as god neighbors and you'll see a number of them here,
traffic flow, safety and security, air quality, economic development, noise and excessive light vibrations and land use and value of the land.
I'd like to move on to examples.
I'm going to touch on Pennsylvania and New Jersey but more in terms of how they've changed their overall approach.
Then talk about Seattle, Washington where they've done a number of different things and activity that is relate freight and context sensitive solutions.
And finally Toledo, Ohio with the Maumee river crossing integrating freight related activities.
Here this is actually just to give some by way of background from Pennsylvania and I apologize for not putting Pennsylvania on the top but it was more important to see this.
You will note that they've incorporated public involve into everything they are doing.
As they go through the planning and preliminary engineering, et cetera.
Again in New Jersey you'll see that you have public participation at every step of the way and even at the construction stage you have ongoing interaction with local officials in the community.
What you do see here quite as much although you see it implicit in terms of the definitional piece
and where you see the local agencies and officials and the officials and stakeholders is that piece of the interdisciplinary approach.
Context sensitive solutions isn't just public participation.
Now Seattle we'll talk about a few more minutes.
Seattle offers several examples of how to balance freight and community interest.
First Seattle is part of the fast corridor for Everett, Seattle and Tacoma.
A partnership of ports, cities, organizations, truck, rail and other businesses which began in 1996 to study freight movement in Washington.
There are two phases.
15 projects identified in the first phase and 10 in phase 2.
To date seven projects completed and a number of others on the way.
The projects range, great rail crossings replaced.
Roadway improvements, others that look at improving efficiency and port access.
But across the board interaction between the public and freight providers and engaging the public as well as approaching it from an interdisciplinary approach
when answer both in selection and funding as well as implementation of the projects.
The second thing that Seattle has been doing is the port of Seattle central waterfront project.
The goal is economic development and didn't deal with freight but I've included for today because it was envisioned and implemented by a freight driven entity.
I'm going to talk about experience with creating parks and consist while engaged in public participation.
First Seattle central waterfront.
60 years ago Seattle's waterfront was...
The city was separated by a steep hill and the Alaskan highway.
It was one of the first to recognize containerized trade and a key west port and passenger crews center as well.
Currently the port is the 7-10th largest container port in the U.S. depending on the source.
28 commercial marine terminals and a key trade route for Asia and Japan and Korea as well as Canada.
In the 1970s, the project began.
It began with a vision.
Port land holdings could be a catalyst and assess for the city.
Several undertaken and a great deal of public input and comment.
The result was a concept in '9 that would allow civic uses connected to the city.
A design team was hired with the following goal.
And I think you'll see that context solutions are very much reflected in these goals creating a new urban neighborhood woven into the fabric of the city creating a place,
developing linkages to establish and rekindle communities, response historic responses to the site,
create a place of use where people could work, plan, live and create a framework for success, the industries and the city.
Here's a picture of the vision that they had.
The entire project covered an eleven acre complex located at Pier 66 or the Bell Street Pier.
It called for arena and conference center and other amenities.
And here's just another vision of the pier.
You can actually see if you look really closely right around here and over here are two footbridges
and those are important because they helped to connect the pier to everything else that was happening.
Bell Street Pier today and as you can see as you look around you see people milling around, all the things happening and a place where people come.
And here I wanted to point out is one of those footbridges closer up while it was still being built.
The one thing I wanted to note is in dealing with the public on this, it was important to the pedestrians that the foot bridges be safe, easy to find and well lit and wide
so that people didn't feel cramped as they were walking through so the two bridges incorporate these values and aesthetics into their designs so people feel comfortable using them to get to the pier.
Next thing I'd like to touch on is the port of Seattle's parks and a map actually.
Another example of linking CSS and freight with parks and spaces.
This map is available to anyone and numerous parks throughout the area where the freight is being handled.
The port of Seattle's parks developed with a great deal of community involvement with 60-acres of parks and access sites around the port.
Bike trails, pedestrian trails.
The picture here on the left as you can see, you see the port right there, that's jack Park and shoreline access.
And here are a few more examples of the many parks.
On the top left is Elliott Bay Park.
It has a fishing pier and view of the grown terminal operations.
On the bottom left is terminal 18 park.
On the right is Jack Block Park with 15-acres and another view of the terminal 5 operations.
Of note the port is moving to entirely pesticide-free landscaping.
All the parks and facilities that it has.
Again I noted the presentation is noted CSS freight, one of the wonderful things is not just having people come and have access to the marine environment
but also they get to see a sense of what is happening with freight.
See the ships coming in and out, see the operations and that's helpful in terms of gaining support for the public for something largely invisible.
The final example I want to use and as I noted earlier the pinnacle of linking CSS and freight is highway bridge example, the marine example.
The Maumee river crossing offers one of the best to date linking freight projects directly.
The crossing is a signature project, it's the largest project undertaken by highway DOT and phases of work along a stretch of 280.
The result will be added capacity, one additional lane and entirely new and updated bridge span which if you look right here...
The new bridge is in addition.
The cost of the main bridge is a little over 23 $000,000.
By way of background, Toledo is a major port with major freight traffic.
The current bridge is the Craig Memorial Bridge, one of two remaining draw bridges.
In 1988, the Toledo council of governments identified the need to eliminate the bottleneck occurring both on the roadway and the waterway
since they had to raise the bridge and formed the task force to assist ODOT.
Since it was such a large project and sig char project they made a decision early on for a new approach.
Maumee is one of example of how Ohio is beginning to integrate CSS into all of its projects along the lines of Pennsylvania and New Jersey.
Each project must go through a project development process which is available on the website.
The CSS approach for Maumee is reflected in the primary criteria for determining the bridge type.
You'll see public preference first and from most and use of laboring materials, overall theme and appearance and only in the secondary do you see the costs.
The design process began in April 99 with citizens along ODOT from the beginning.
99 presentations, newsletters, website as well as Maumee crossing education committee all of which could be looked to for information.
The MRC and ODOT put out four choices for the type of bridge, steel trucks, suspension and draw bridge was not an option.
They felt that would not go forward and more importantly if you had another draw bridge you wouldn't fix the traffic delays on the river and the road.
The type of bridge was selected after a number of months and you'll see the cable bridge was the favorite of the public as well as the designers.
They had three months of public outreach to develop the theorum and in February 2003 recommended the following which you'll see in the next few slides.
Transportation for the main corridor.
Industry and glass and natural resources for the land reuse area.
The bridge incorporates design elements in April and May 2000 and a number are identified here, the single pylon on the cable stays, glass incorporated into the pylon, low maintenance and color.
It has several unique design features in addition to these many of which were picked up at the public workshops.
One is going to be a light emitting diode that's incorporated.
The pylon will be viewable from all four directions north, south, east and west.
From anywhere you can see it.
And the engineers, this is going to be the largest cable that will have ever been used on this type of bridge at this point.
The other land decisions were part of the decision and important because once i-280 is elevated in the areas they're looking at, it will leave about 4-acres beneath it that need to be reclaimed.
And so the decision was made to fill that trench and reconnect roads and communities to allow access to the river.
Here's a recap and the result.
On the left is the current Craig Memorial Bridge and the bottom right is a pictorial of what the bridge will look like.
The span will be 15 with a single pylon love the roadway so one of the tallest structures in Toledo.
It adds capacity with a new bridge and the Craig Memorial Bridge will remain hope with traffic diverted so it will have local traffic rather than interstate traffic.
It adds capacity on 280 which helps the truck movement as well as automobile movement with one new lane and provides clearance for the waterway traffic, the port traffic to and from the port.
In terms of status, the project is 99% complete.
The bridge span is expected in September 2006.
There's landscaping and filling of the trench to refill roads currently in progress.
Here's another picture, a pictorial of what is expected to look like with that LED, light emitting diode.
One last thing before closing is that another thing they did is not only a signature project a new way of approaching but innovative financing to fund the project.
In particular they used Garvee bonds, roughly $215 million worth and they used toll credits, Ohio DOT toll credits.
That's important in terms of the overall process of how they dealt with this new ways of doing things from beginning to end, a forward perspective from linking context sluices and freight.
Finally just a slight with all the contact points, my contact information at the top and a number of the places you can get more information.
If you're interested particularly the Maumee river crossing, look up Toledo and that has up to date photographs on the building of the new bridge
and the final one is that TRB report that I mentioned in terms of ling freight and the community.
Thank you, Allison.
I want to encourage you if you have questions please post them to the chat area.
Indicate which presenter your question is for and send it to all participants.
We'll move on to Dick Gordon.
If you give me a moment I'll get you set up.
Thank you very much, Jennifer.
In introduction, this presentation is based on a study that was led by Cansult for the Ontario ministry of Transportation.
I should point out that due to other priority the, the a mustn'ty has not yet completed its review and nos endorsed any conclusions at this point.
I'd like to start with context.
In central Ontario, the manufacturing sector is of critical importance to the economy.
Recent changes in our trade policy and industrial production and adoption suspects that is logistics have resulted in a much greater importance being attached to transportation.
And this slide shows there's been a change from what we call push logistics to pole logistics
and that change is putting much more emphasis on the transportation system and much less emphasis on inventories.
And the best example is the just in time inventory management systems.
Originally embraced by the manufacturing sector and later embraced by the retail sector
and these types of precision based inventory management approaches reduce the emphasis on inventories at all stages.
As a result what we're real seeing is warehouses that are mobile in nature and as this picture shows not necessarily in motion due to the increased congestion on our freeway networks.
Strong transportation land use connections as you know and the performance of the system effects the location
and the competitiveness of firms and overall economic health of the communities and overall urban regions.
Goods movement needs are not adequately incorporated in the way we plan and build transportation systems
and think about planning for new development and this was going in premise to our study and was confirmed in spades
What we set out to do was look to ways we could enhance the competitiveness of central Ontario firms
relative to other locations in North America and in doing so improve the economic health of our overall region.
And we looked at the guidelines from both a policy and a design perspective and from the design perspective at three levels:
The systems level, facility level and operational level and what we concluded is we really have to start with an overview that goes beyond urban regions
and that is done at the provincial or state level so it's incumbent upon these provinces or states to have a set of freight policies in place that address freight from a multimodal perspective
and what we did in Ontario and probably you would find in most state is that the highway network forms is the real back bone of the broader freight network.
And in Ontario and especially in the greater tonight area this slide shows there are a number of freeway corridors that are being planned
to enhance the overall route network and the planning for these corridors offer many opportunities for enhanced freight planning at the facility level.
Also ports and airports are an important part of multimodal freight network and the accessibility therefore to ports and airports is correct.
Ports tend to cater to the lower value bulk freight that is carried over long distances where airports are catering to smaller high volume and time sensitive movement of goods.
This slide shows the evolution of an area in the adjacent to Pierson international airport.
In this area here, this area has developed into a real concentration of truck terminals and distribution centers and ideally located because the components are on the west side and you can see also
that they are close to one of our major freeways highway 401 and there's an interchange here so very well served by both the highway network and road and collector road system into the airport.
When we looked at freight terminals and thought about where they might be located, we came up with this sketch which shows an ideal location for a freight terminal.
Ideal from a number of perspectives.
Not really shown here about the idea would be that it is isolated in an industrial or commercial area.
It's close to major freeways and freeway network with an interchange located here.
It's close to the interchange but not on top of it so the access is very good to the freeway network.
It has multiple access to the arterial road network and corridor.
What we looked at policy guidelines.
And this process in Ontario but probably not different from various states we set out on the left side of the slide the processes from the top working down to a site detailed plan of developments.
And as you know there should be transportation input into each of these five levels into the planning process
and generally there is but that transportation input always isn't specific to or includes freight considerations.
We just want to emphasize here at each of these five levels of transportation analysis there is or there are opportunities for freight considerations.
One of the other ideas that was developed during the course of the study was the idea of a freight audit done by municipalities and freight audit has many components.
We ascribe those here in this list and I won't go through them all in detail but they involve getting a good handle on the inventory of routes and facilities that serve freight in your municipality,
where the generators are looking at the dangerous movement of dangerous goods in your municipality,
the idea how you might measure levels of freight service and by putting this freight audit together,
the output would really be a series of issues specific to any given municipality
and ways and means of dealing with your community groups whether residential rate payers or business groups in terms of resolving the issues.
Another aspect of the city lacking at truck routes and the networks that are set up to handle truck movement,
this is one of the best example that is we found in the city of Missisauga, a dense network.
No restrictions by hours of the day for example and the route is, or the routes serve east west and north-south travel equally well.
We found municipalities need to coordinate with adjacent municipalities how these truck routes interface and what we found in this case is that the interface was a real problem
with the city to the north and so we need to engage and coordinate activities with adjacent municipalities another idea that was part related to bypass routes, this shows a bypass of an --
arterial road to bypass a main street area in one of our suburbs, an area where there were a lot of historical buildings and really an old main street.
When we look where major impairment areas located, they should be close to the freeway network with good access to the freeway and avoid undo amounts of truck traffic.
This slide shows a site plan prepared for community shopping center.
There is good and bad aspects as it relates to freight deliveries.
On the good side there are a couple of accesses here and over on the west side into the shopping center
allowing truck access generally to the rear of the majority of the shops and the grocery store that would provided the anchor.
However, over on the west side of the site, a number of shops here where rear delivery was not provided for and as a result
the deliveries would have to take place from the front of the stores and that would conflict with vehicle and pedestrian circulation.
Another idea was the idea of stakeholder groups.
In the greater Toronto region, a move afoot to create a stakeholder group at the regional and/or interregional level but we found that as well
it would be a ged idea to create smaller groups that would be municipal specific and that you would be able to get, for example, ratepayer groups and business groups
together at the table with industrial shippers and industries that generate a lot of truck traffic together with municipal staff and politicians and get everybody talking to each other.
We undertook a number of interviews with freight stakeholders during the course of the study and found very little dialogue with municipalities
and as most of the impacts filter up through politicians at the local level, this sort of dialogue is critical.
We looked at design issues, we looked at the largest vehicle that's allowed on our road networks, a 75-foot tractor trailer combination
and this ought to be the vehicle that we design streets and roads for and you can see the turning templates here and the impact those have on the design of intersections.
At the facility level we looked at loading facilities and terminal design.
This we thought would be an ideal underground facility.
It accommodates a number of truck sizes, it accommodates bicycle couriers and bicycle parking in an area that's close to the office where security can be provided.
It accommodates a queueing area, it tucks the garbage bin away in a corner so it's not obstructing movement.
Generally this would be an ideal guide to underground delivery facilities.
We looked at onstreet situations and this sketch shows a strip retail area where at the top we're showing two lanes in each direction.
There would be parking provided on the curb lane and during off peak hours and what we're suggesting is that could be shared use of those parking spaces to facilitate delivery of goods.
In many because they are not lanes that facilitate delivery of goods from the rear so if you don't have designated spots at the front of the buildings
then what's ultimately going to happen is that you're going to have double parking which is going to have real impact on the operation of an arterial.
We also had a look at bicycle courier requirements.
These are restricted to major downtowns or major centers and it doesn't take too much to accommodate bicycle racks within the street allowance
and generally these are things that can be easily dealt with but they do require that you think about them.
Based on our study we developed a framework for municipal good movement action plan with four major components.
First starting out with a sound policy framework that related to your official plan or major planning documents.
secondly founded on a freight audit that provides the information and the data that engineers need to know what the requirements and the needs of the freight industry are.
Thirdly that there's linkage between planning and transportation planning at all legales of the approval and development approval process and finally that we open up lines of communication
between all of the various stakeholders including the neighboring municipalities that we have to talk to in order to get our intermunicipal truck routes in order.
So in summery the guidelines provided lots of ideas for formulating official plan or transportation master plan policies.
They provided linkages between the planning process and the transportation planning and land use processes
that there are various education aids largely graphic that help to explain the problems that freight industry come across.
The day-to-day basis and provided guides as well to provided coordination and communication with various stakeholders.
Overall what we feel are a good set of practical solutions for every day issues.
And in conclusion we confirm that most municipalities do not provide a proactive plan for dealing with freight.
Certainly a compelling economic development interest and rationale for doing that, all sorts of opportunities for doing it, we just have to think about it before hand and follow through with it.
The guidelines we've prepared are for the most part generic so they can be applied in other urban regions
not just central Ontario and that we've really provided framework for specific municipal goods movement action plans.
So in conclusion we are not able to put our report forward to individuals in municipalities just yet.
The ministry of Ontario hopefully will conclude its review in the next few months and if any of you are interested,
please stay in touch with me directly and I will be able to forward material to you just as soon as we get the release from the Minister I didn't.
At the end of all three presentations I'll put up the slides which has the e-mail addresses.
If you do have questions, please type them in the chat area and indicate which presenter your question is for and make sure you send your questions to all participants.
We're now going to move on to Roberta Weisbrod of the partnership for sustainable ports.
I going to be flipping the slides today so you'll hear her saying click and that's just the situation to go to the next slide.
Thank you for this invitation it make a presentation in this important series in freight planning.
This work was based on a study conducted for union county.
Union county is important because it's the site of the seaport fort New York metropolitan area major terminals or a near union county as the Newark international airport.
In this area freight-related real estate is at a premium and union county utilized former industrial land that they wondered whether it could be applied to a freight village and asked to investigate.
Next slide, please.
What I'm going to talk about today are the, about freight villages, definition, characterization and value,
the impetus for the U.S. study and the Union County experience and then the relationship of freight villages with context sensitive design.
You how CSS principles can inform freight villages and how the thought behind freight villages can inform our thinking about context sensitive design.
Finally I'll discuss whether needed avenues for further analysis.
Next slide, please.
What are freight villages?
Clusters of businesses in a secure perimeter, 2 hour close circuit, single management, master plan, high quality settings with support services and amenities.
Where they found over 40 in Europe, ten nations, networked among each others as evaluated business and website of the freight village networks.
We reviewed all 40 freight villages and surveyed ten and then investigated intensively in-depth four.
The names we've given to the freight villages .
We looked at their size, their features to determine whether the union county site was applicable and you can see the size varies from 75 to over 100 acres.
We chose these four.
We visited Paris and Barcelona, Gerhard Muller visited Bremen and wanted to see
if there was any difference between the most recent freight village and the oldest which was the one in Paris near the airport.
All near urban centers within ten miles from the city.
Some near seaport, some not.
All near rail.
All with direct access to major highways.
All with strong public involvement and all not on the slide have many businesses at least 50.
At this point Tuluse still under construction has 30 businesses but they anticipate having 50 by the end of 2005.
Next slide please.
Functions, I see one, the top picture is missing and just shows warehouses.
At least it's missing on my slide.
And the bottom picture is the extensive rail network, multimodal options integrated transfer, logistic service rich in fraught options.
And Barcelona you can see in the center picture the transfer and beneath that the typical forklift operation.
To the lower right the amenities, the light area restaurant for workers and above the most can impressive thing is the free bus that takes workers to and from the city to the freight village.
A real plus for all in terms of access to business.
Next slide please.
The pictures show the freight village near Paris, the smart warehousing, the people involved with assisting in logistics,
show rooms, customs agents on-site, integrated distribution and support services.
Next slide, please.
Security 24 hour maintenance of both buildings and landscape, office space, conference rooms, banks, et cetera, et cetera.
Next slide, please.
And these are laid out and I'll draw your attention to the left of the lower green box with the restaurant that's actually a sport area and you will find jogging trails and green spaces for walking
and for other recreational opportunities and what is a freight facility that's closed and for the workers and for the management.
Next slide, please.
Okay an additional support.
I want to point out two aspects of the support that are very, very important.
One is the employment agency and training facility because this is a way of providing not only the physical access that we saw by the transit bus
but also the functional access having a big hiring hall to sort out potential employees to the right facility and having training for the employees so very important in terms of job access.
And finally other important aspect I wanted to draw your attention to is the truck stop.
With hours of service and just in time delivery competing against each other, a solution to meeting the two competing demands are truck stops,
relatively few especially in the northeast having a high amenity truck stop plus jogging trail, restaurants, et cetera, would be helpful for curbing another problem.
So next slide, please.
We made a point of taking what was implicit and making it explicit because of the threat to the union county site for the storage of empty containers.
These are hard quality sites that require a lot of investments so passive storage is not appropriate.
They have secure perimeters so uncontrolled public use, retail not appropriate, heavy manufacturing not appropriate in these high quality areas.
Next slide, please.
The benefits to businesses are that they are efficient, create efficient business situation with plenty of opportunities for businesses to extend their reach.
The benefits to the urban area are that they create high value land, they reduce vehicle, truck vehicle travel, congestion and, again provide jobs in urban areas.
That, we've mentioned numerous times.
I want to show you the next slide which shows an example.
This is an office building associated with the Barcelona by an internationally known architect.
It's on the road between the airport and the city of Barcelona and it's part of the fabric of Barcelona having buildings with flair
so it's a positive augmentation of the Barcelona experience and it's a freight facility.
That's how dramatically exciting it is.
Next slide, please.
What has been the impetus in the U.S.?
But before I tell you that I want to tell you about the impetus in Europe.
Impetus freight villages started in the late 60s early 70s in response to the energy crisis at that time that we also experienced.
And the interest and growth of the freight villages is not only to help enable freight
but also is in response to energy policy on the part of the Europeans, petroleum are expensive and a way of reducing energy use.
So in the U.S. it's the urban freight dilemma.
Cities are the market for trade and freight and benefit from them in terms of cheap goods and jobs and evaluated businesses
but in order to what's needed for freight businesses are the kind of real estate that's scarce and expensive in cities for wear housing and distribution.
Consequently warehousing and distribution is sited further and further from the city.
Some of the facilities are 0 and 0 miles from the mainly market adding to congestion and emission and also adding to the tomb for business to conduct itself in terms of getting goods to and from where
they have to be and negative to both business and urban quality of life in a sense having a negative feedback on the very trade that is desired so that's been the impetus, that urban freight dilemma.
Next slide, please.
Next slide, please.
I just -- excuse me.
Could you go back one?
Just wanted to show the map of the site.
Tremley Point is that little peninsula lower down.
You can see the railroad going, the rail system to the left of it which parallels the interstate.
Due north is the seaport area.
Due northeast is Manhattan and the business districts there less than about ten miles lower Manhattan.
So it's rich in freight, close to the urban market.
Next slide, please.
What the problem is that it's a classic brown field which has wet lands.
Thou Tremley Point is well located, there's an apparent difficulty in using it for this kind of facility.
It was thought but let's go on to the next slide and see what were the drivers and how the problem was solved.
The deliveries that were negative drivers, the local roads of truck traffic both in the county and throughout the metropolitan area
and the negative driver of the threat of having the storage of empty containers but positive drivers.
Successful waves of Brownfield development in northern New Jersey.
The growth of the port at 10% per year over the last few years promised opportunities for investment.
Again the need for freight-related real estate, municipal solid waste that improved the infrastructure for freight.
A creative leap to trait have this as a result of reading Gerhard Muller's book and the Tremley Point freight village was encouraged by a North Versailles planning authority study,
that's a regional mpo and the next slide.
That study encouraged the use of Brownfield because they realized that the perfect freight infrastructure were located near freight opportunities near rail, near water,
but furthermore the study showed that relatively small parcels of land could be used for high value smart warehouses that one didn't need large parcels of land
but the lean manufacturing smart warehouses have a small footprint and fit into small parcels as could freight plan unit developments.
I'm not going to go into plan unit developments at this time but they were somewhat applicable but we have found not as beneficial as freight villages because of the lack of as much value added.
But that study definitely gave encouragement for union county to proceed with the freight village study.
Answer to the question about the feasibility at Tremley Point, available acreage fit neatly into what was found to be needed in the European experience,
the fact that was a Brownfield, there would be a great return on investments, the investment would be returned with near the city, near freight facilities.
One was direct interstate access and union county.
Working on improving access to the interstate and doing all the right things in terms of context sensitive design consulting
with the city of Linden, with the state, private investors and working with adjacent counties.
Next slide, please.
A paper on this, on the European experience, on the union county experience and planned unit developments can be found, is available on request.
Next slide, please.
And now what I'd like to finish off is really analyze freight villages in terms of context sensitive design.
Freight villages are really, respect the value of urban lands.
Land is scarce and not to be wasted and respects the value of urban lands in three major ways.
One is encourage and promote the use of brown fields because you get good return on investment.
Promote short growth near the urban area and they promote high density.
Precious lands if used conservatively with a lower foot print than individual businesses.
Furthermore they add jobs to the region, consolidation to deliveries if possible and there's natural area protection in the enhancement and one little example.
Tulese set aside 10%.
Next slide, please.
But freight villages have their correct issues dealing with them and those issues have been raised by the European union and to a lesser extent at the TRB meetings.
The major criticism is and-down planning and consequently nonmarket decision making with the criticism there may be overbuilding of the freight villages.
Another criticism is the consolidation goal especially of the German freight villages is not always achieved and has been at the expense of certain businesses.
Is anybody on the line, still?
Dick Gordon, I'm here.
Pardon the interruption.
I believe the speaker has disconnected inadvertently.
We'll see if we can get her to call back in.
Ladies and gentlemen, we'll wait a few moments and see if we can get Roberta Weisbrod to call back in.
Sorry for any inconvenience.
Sorry about that.
It will avoid most European union mistakes.
Next slide, please.
Freight villages actually I think some of the thought behind freight villages can improve the concept of context sensitive design.
First way really is to make explicit improving the environment, context sensitive design speaks to preserving the environment
but it should go beyond that in terms of reduction of air emissions, reduction of vehicle miles travelled, reduction of congestion so that's one major point.
The next three relate improving business efficiency allowing urban labor access to jobs,
improving work conditions of management and labor speak to the issue of consternation and collaboration with stakeholders.
The stakeholders that have the least amount of time to come to the table early and often and yet are the critical stakeholders
and we've seen this in freight working groups are actually the principles, the businesses especially small business and the workers.
So I would suggest that the concept of context sensitive design be expanded to incorporate the aspects of increasing business efficiency
which is reducing congestion and cost and energy use allowing labor access to jobs both by transit and by employment.
And improving work conditions of management and labor.
In particular as I noted before we have a very, very high turnover of truck drivers and with improved work conditions as freight villages, that would be curbed.
If I could have the final slide.
The issues to consider and research that would rep make the case for freight villages and improve their outcome, do work to improve benefits.
The reason why that is needed is in cases where land is not a premium which would encourage freight villages or communities to sprawl
so it's important to quantify why a compact high density area is beneficial and useful.
Another area to consider and improve the outcome and this is related to urban planning considerations is to maximize the public benefits
by creating spillover so not to have the classic European model of perimeter,
everything contained within but certain of the features of freight villages should be outside the walls such as business, supply, office supply, businesses, some restaurants, some vehicle leasing
so that both the urban area, the public area can benefit economically, directly and make the same use of the services and that's a theory of Alex Garvin who is an urban planner.
Again the value for the private and public sectors should be quantified as a way of encouraging investment and also helping to determine who should, which side should invest in what aspect.
Similarly the return on investment for both the public and private sectors should be quantified again to help stein the public/private partnership
and finally freight villages last for decades and should be designed for the future both structurally and in terms of being welcoming to new technology.
I thank you for your attention and we'll be glad to answer any questions.
Thank you, Roberta.
I hope everybody found all of these presentations interesting.
Before I start off with the question and answer session, federal highway is planning for the trucks Talking Freight seminar and asking for help thinking of topics.
If you have ideas, please feel free to type it in or send me an e-mail.
With that I'm going to-into the question and answer session.
Roberta, the first question is can existing facilities and freight areas be considered freight villages?
Do you need certain characteristics to be considered a freight village?
You need a contained area in a perimeter and fairly compact area with businesses.
A standard intermodal facility with one business would not be considered a freight village.
Maybe I'm not understanding the question.
For the person who asked the question if you would like to further elaborate we'll come back to that.
The next question is with an increase in logistic hubs, are freight villages better resourced for local or regional markets?
I think really designed for regional markets in Europe so I would say both.
The next question is I see freight villages deteriorated and overrun with undesired activity especially when a large number of persons and buildings are involved.
What needs to be done to ensure a high quality appearance.
The entity that -- that's why you need one management entity that has a strict set of rules and regulations that have to be followed and has to maintain maintenance of the facility.
You really have to be a controlled process and with regard to truck stops, the truck stops electrified so drivers can turn off their engines?
Certainly a very good idea.
I don't know if that's done in Europe.
I know that's something that we in New York state are promoting.
But the real problem here is that there are a dirth of truck stops within the shadow of the urban area and we need them to make schedules and maintain the hours of service.
And following on with another question about emissions.
I can understand how congestion can be reduced thus reducing emissions on the road but will the village concentrate emissions on the road?
The short answer is, no.
None of the emissions have been quantified and why we think it would be a good study.
A little bit more would be the freight villages have the opportunity to consolidate delivery thereby reducing emissions
so they certainly have the potential for reducing regional emissions, a question could be asked what would happen in that immediate area.
The next question is how do you foster a dialogue on the concept of freight villages in areas with significant freight activity versus areas without freight activity in an urban area.
How can freight villages be related to community goals particularly with residential encroachment on freight intensive land.
How do you foster a dialogue with communities and officials on the concept of freight villages versus urban areas without activity?
I think there are very few urban areas that don't have freight, at least in New York City in my experience as a public official.
Truck traffic emissions is a major issue.
And seems when I visit in other parts of the nation, even smaller cities it's a major issue so that place doesn't exist.
And because it is an issue almost everywhere, it's usually raised by the community so usually it's a bottom-up issue of truck traffic impacting the local community
so there would be an impetus to examine freight villages as indeed there is and I will know at this moment the metropolitan transportation council, the area of New York City's mpo
will be studying freight villages so the answer is it's really bottom up, the neighbors communities are constantly complaining about truck freight and any would be welcome.
And the next question?
How can freight villages be related to context design and goals with encroachment on freight intensive land uses.
I guess the second part of the question about encroachment, that's a big problem and why warehouses and distribution centers have been located outside the urban core.
The opportunity of those land that is have been lights on the community, the brown field that is have been underutilized, they could be converted to freight villages
and could be augments to the fabric one by providing jobs, two by preserving green space and a bright green perimeter and an aesthetic perimeter
that again relates to the urban fabric so they can be real assets while solving problems.
Aren't the concepts of spillover mutually exclusive?
There are certain support service that is don't have to be within the confines of the freight village.
This have been classically put there by the Europeans but certain of the services that don't need the security.
I can think of numerous of them while a cafe is convenient to the workers, the high end restaurant can be just outside,
mostly the hotels generally are outside, the office supply store could be outside, vehicle leasing could be outside, even the employment hall could be outside.
The training space could serve multiple functions.
That's something the United States initiatives could do better than the Europeans in that regard if they thought it through.
One more question for you, Roberta and a person at federal highway and he'll ask you the question.
I wanted to ask how do freight villages if the in with the larger context of what is happening in the freight economy.
Specifically where manufacturers are expecting things to be nearby and the storage and holding of goods and so on and so forth.
More recent trends suggest that freight facilities need to expand in size and use more land so the question is how do you reconcile that, urban areas where you are sensitive
to not using as much land and is the nature of the activity changing as a result of that and those you're serving, how do they respond to that?
The nature of warehousing as you've suggested is changing and there are smaller, leaner, narrower aisles, passive storage, sprawling spaces
and more in the supply chain, a quickly passing node in the warehouse processing activity, packaging activity and out it goes.
So the goods don't stay long in the warehouse.
They move quickly and consequently you can have the smaller foot print.
Does that answer your question, sir?
We're going to move on.
We have two questions for Dick Gordon that have been typed in and we'll be getting to the close after that.
Dick, the first question is you mentioned municipalities need to network.
How do you suggest to foster this dialogue in a home rule state?
I don't quite understand the home rule state.
Can you help me there.
Means local government makes land use decisions.
Does the question relate to adjacent municipalities in different state as soon as.
I believe that adjacent municipalities probably between different regions in one state or between states.
I guess generally in urban areas there are forums or should be forums set up where transportation planners, for example in one municipality are talking to their colleagues in adjacent municipalities
so that would be a good starting point and it could be done within a broader framework of larger transportation network concerns or coordination of new facilities that across boundaries.
I think that question may have come from one of the examples where you had given adjacent communities coordinated on their truck works.
How did you get the adjacent communities to talk to each other.
That's the easy part would be getting them to talk to each other.
Getting them to degree would be another matter because of the political aspects of creating restrictions for truck routes through residential areas, that kind of thing.
I'm not saying the answer is going to be easy to arrive at but you've got to be talking to each other.
The next question for you is when will the guidelines be available and how can we get a copy?
Also can you briefly highlight the key strategies identified in the guidelines to help local jurisdictions proactively plan for freight movement?
I would hope that the guidelines will be available by the fall of this year.
I can't guarantee it; however, it's residing with the province at this point and depends on their priorities.
And as I indicated before if you have a interest, you can contact me me directly on a month-to-month basis and I can advise you of the status.
And when they are-released I'll have details of when.
They'll be mounted on the Ministry's website.
And highlight some of the key strategies within the divided lines to and local jurisdictioned proactively plan for movement.
Those are really summarized by the slide I had that showed the four components of municipal action plans starting with a sound policy framework.
So that's going to deal with high level planning documents, official plans, structure plans growth management plans and transportation master plans if those are in place.
So those would be the appropriate kind of vehicles to ensure that you've got good policy dealing with freight movement
included in those pursued policy documents and the guidelines provide examples of the kind of policy that is would be appropriate for those documents.
secondly by conducting a freight audit in your own municipality, the key routes they use, the limitations on those routes.
For example you may have a number of bridge structures that aren't high enough to accommodate exceptional loads.
And that you therefore want to take advantage of opportunities when rehabing certain bridge structures that you might raise the vertical clearance, for example, of bridges.
So those are the kind of thing that is would come out of a freight audit.
Integrating freight into your normal every day planning practices and we've given a lot of examples about how you might do that when considering applications.
An example of the community shopping center site plan is one example in that area.
The report includes many others and in the area of opening up communications, we feel the key idea is to create stakeholder forum for freight specifically
and make sure all the appropriate stakeholders get together on a regular basis to discuss particular issues and how those could be resolved.
That's all the questions we had typed in.
I realize it's the closing time.
We'll open up the phone lines just to see if anybody has a question they want to ask over the phone.
We'll do that and wait a mint minute or two and if there's no questions we'll close the seminar.
If you have audio questions press star followed by 1 on the touch tone telephone.
Star 1 if you'd like to ask a question over the audio.
We'll pause a moment to compile a list.
Your first question from the line of Robert Baird.
I have a question for Roberta Weisbrod.
I'm a little bit unclear from the slides and the discussion that followed about how context design could overcome one of the big problems in Europe
which are the economic drivers of these freight villages and avoiding the problem of overbuilding or building in the wrong location.
How does that process work?
Glad you joined the group here.
The big issue was the top down planning and the total resistance because it's purely governmental.
No need to take into account market forces.
I perceive sort of generalizing from the union county experience there's going to be a public/private partnership
and that given the public and private sector I think will be more responsive to market signals.
So you won't have the overbuilding because the private sector would be less likely to invest if they felt there were numerous of these facilities in the area or in the region.
And how will that dialogue take place?
There's a good question and I think probably in the ordinary manner which is first a large series of promotion on the part of government and then very likely through some sort of RSP process.
Thank you, Roberta.
Again, ladies and gentlemen, for any audio questions press star followed by 1.
Ladies and gentlemen, you have no audio questions at this time.
Well, with that I think we will close today's seminar.
Thank you to all three presenters.
We appreciate your presence and thank you to everybody in the audience for attending today.
The recorded version will be available within the next week on the Talking Freight website.
The next seminar will be June 15.
If you haven't done so already I encourage you to visit the Talking Freight website and register for this seminar.
I encourage you to join the freight planning LISTSERV if you have not done so.
We'll post the seminars for the remaining of the year July through December so check back frequently.
If you do have ideas for topics, feel free to send me an e-mail with a description as well as potential speakers you can think of for the topic.
Thank you and enjoy the rest of your day.
Thank you for your participation in today's conference.
This concludes your presentation.
You may now disconnect.
Have a wonderful day.