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 Land Use. Please be advised that today's seminar is being recorded.
Today we'll have four presentations, given by Daniel Rodriguez and Marc Howlett, of the Carolina Transportation Program & Department of City and Regional Planning, UNC- Chapel Hill; Anne Strauss-Wieder of A. Strauss-Wieder, Inc.; Jim Dwyer of the Maryland Port Administration: and Caroline Mays of the Atlanta Regional Council.
Dr. Rodriguez is the Director of the Carolina Transportation Program and associate professor in City and Regional Planning at UNC Chapel Hill. His research focuses on the connection between transportation systems and land development. His research has been funded by the foundations, federal, state and local agencies. He is the author of more than 40-peer reviewed publications in the transportation area and a co-author of the book Urban Land Use Planning. Dr. Rodríguez got his PhD from University of Michigan in Arbor and Masters of Science in Transportation from MIT.
Marc Howlett is a doctoral student in the Department of City and Regional Planning at UNC -Chapel Hill. His research interests focus on issues in freight transportation planning. Mr. Howlett received a Master of Urban and Environmental Planning from the University of Virginia.
Anne Strauss-Wieder is the principal and founder of the Westfield, NJ firm bearing her name. With 30 years of experience, she is an expert in distribution and logistics and recognized for her work in industry analysis, combining economic development with transportation investment, private sector involvement,
economic impact studies, and strategy development. She authored a publication on best practices for making freight facilities "better neighbors" for the Transportation Research Board (NCHRP Synthesis 320) and coauthored a paper for the Brookings Institution on Principles for Establishing a US Public Freight Agenda. Among her current projects, she developed the Freight Academy immersion training program for the I-95 Corridor Coalition, is the Deputy Project Manager for a Rail Crossing Assessment Study in New Jersey and analyzing the applicability of the freight village concept to the New York Metropolitan Region. She has a BA and MA in Regional Science from the University of Pennsylvania.
Jim Dwyer joined the Maryland Port Administration's (MPA) as the Deputy Director for Planning in August 1997. Mr. Dwyer's current responsibilities with the MPA include oversight of the Planning Department, Facility Development Plan, the Capital Program, and the MPA's Quality Programs. He, and his staff facilitate quality initiatives, perform cargo forecasts and analysis, terminal capacity, economic impact studies, justify capital projects, update the Strategic Plan and MPA's performance measures, and other special studies. Mr. Dwyer is the only person in the MPA to hold a Master's license in the U. S. Merchant Marine for vessels up to 1,600 tons.
Caroline Mays has over 10 years of professional transportation planning experience. She is currently a Principal Transportation Planner in the Transportation Planning Division of the Atlanta Regional Commission (ARC) the MPO for the Atlanta Region. In this position, Ms. Mays manages the Freight Planning Program and the Intelligent Transportation System (ITS) Planning Program. Specific freight responsibilities include overseeing and coordinating work efforts of the Regional Freight Mobility Advisory Council. Ms. Mays was instrumental in the initiation and creation of the Freight Mobility Advisory Council to address freight transportation needs in the regional transportation planning process. Most recently she managed the development of the 1st Regional Freight Mobility Plan for the Atlanta Region (Recipient of the 2008 AMPO National Award for Outstanding Technical Merit in Metropolitan Transportation Planning). Ms. Mays is currently managing the development of the region's 1st comprehensive Regional Strategic Truck Route Master Plan. Ms. Mays received her Bachelors degree in Urban and Regional Planning from the University of Waterloo Canada and a Masters degree of Science in Planning from the University of Toronto Canada.
I would like to go over a few logistical details. During the presentation, if you think of a question, please type in the smaller text box and type your comment or question where the presenter will then answer your questions.
Once we get through all of the questions that are typed in, the operator will give you instructions on how to ask a question over the phone. If you think of a question after the seminar, we encourage you to go to the list serve
or ask the presenters directly.
Again, this is recorded. This audio will posted on our website in the next few weeks. We encourage you to provide this information to others in your office so they are able to be a part of this teleconference.
If you have questions, please type in your questions on the phone or type it in the text box at the end of the seminar.
Thank you. We are going to cover three main contents: Freight context, top factors affecting the industry and it's location choices, and then we will be looking at empirical approaches to exampling impacts.
So from the trucking side, one way of tracking the trucking industry, is the type of industries that they take. The trucking industry will be the truckload factors and the package carriers.
The truckload are the trucks you often see out there, the ones that have very little handling while in route.
They tend to be paid by the miles, the drivers of these truckloads and they are sensitive to congestion. From the less than truckloads, we have shippers who are paid by the hour, so the congestion tend to be passed on to the shipper.
The consolidations in bulk are located within the centers. You have local and regional truckloads. Some are operating in a range of 4 miles and up to 4 to 600 miles. They tend to compete with the lesser truckload carriers.
You will see with the increasing E-commerce, the landing capacities will land more towards the airports, interstates which the bulk is shipped by trucks, and then, of course, in the distribution centers throughout the community.
Looking at the rails, you have 7 big railroads, but you have some other classes as well. There is a high inventory cost or high costs in the value chain. Parts are time sensitive or components are a complex of chain.
And then of course you have air travel and the impact of that with the supply chain.
Then, of course, you will have the intermodal, these are in airports within the airports or further out to the Metro areas.
Broadly said the industry segmentation in the 80s and its act created this. The regulation brought this hypertension. It causes high rates and thin margins. This provides consolidation and concentration for the carriers
and will impact the carriers in fright.
Fright volumes are steadily increasing and despite the slow downs in the economy, they are continually growing.
growing. The anecdotalized costs versus the general benefits such as urban land-use development patterns is a critical component potential constraints to goods movement.
The uses of land with the fright activities are the warehouses, logistic centers, and the operations in the logistics are changing this is becoming more regionally implemented overall.
They have come up with land patterns in helping with the constraints of the freight. Given that context, let me now turn the podium here to my colleague Marc who will talk about the industry and it's location choices.
Our session today is about the metropolitan land use and the impact. I think it is good to keep in mind the energy prices and how they have changed over the past decade or two.
This is a quote from Keith Harrison who is head of Proctor and Gamble and he said that they were distributed much of their work in the 1980s and 1990s when our capital spending was fairly high as a cost, but yet was still much cheaper.
Here are the top factors affecting industry and its impacts on the metropolitan land. Congestion is important in regards to transportation because of the shipments, timed shipments, and then if there is a delay, the freight
or delivery is very important. Some The congestion and the capacity and not keeping up with the total amount and volume, that is going to a major issue.
Metropolitan land prices and land availability has generally led to an ultimate high increase of the land prices and land availability. Because of the prices you may want to stay closer to the markets in terms of the portability,
because of the higher costs in land prices.
Energy prices are too effecting the industry and impacting the metropolitan land and land uses.
Some of the other facts that we looked at: Localized burdens with the regional and national benefits. That is common. Factors like noise and other environmental issues as well which impact the transportation of goods.
Zoning and compatible use is another localized burden considering the neighborhood. We will talk more about that.
And then the proximity links on value chain; 16 and a half of employment is located within 10 a miles of all top and major airports. So Your proximity is important to your transportation and land uses.
Also local economic development tools, Rickenbacker Intermodal Terminal, here in Columbus, Ohio, so just having your proximity of the rail highways is, again, very important.
And for the last section, I will hand it over to Daniel and he will talk about the models and the empirical analyses of the fright and land impacts.
This has been fairly an ante ante dotal. We need to provide direction on the future behaviors and identify policies -- policy responses. The first one is metropolitan level models of land use and transportation.
The first one is micro microsimulation, which I want to talk about first, urbanism only covers the land development. It has not yet been incorporated. They are adding a based model.
This is -- there is no mention of the freight activities, unfortunately.
They tend to be cross-sectional and so they don't change much. The concern is the type of freight and volumes. The type of freight and the location will effect the land uses. I think the models will have provide that implementation.
Finally, we have the spatial input with discrete choices. These are actually better than a Metro-level application.
So we are left with the empirical analyses of fright and land impacts and models. These are reduced form models. These are used for the type of cell/parcel and conversion of it and why. This is in regards to the proximity, location, and,
of course, land.
[ Speaker/Audio unclear due to strong accent ]
This was a study in Canada how congestion affects the location of freight activity. And the height of that is the travel time. We have relationship between past years freight activity to concern patterns of freight-related land uses.
And then of course I would like to give acknowledgments here where we received support received by Dr. Steve Appold and Rich Tzuymek.
Our next presentation is given by Anne.
Some of the information in this presentation is as a result of this studies. This will give examples of the freight villages in integrated logistics centers in the United States.
What is a freight village? First of all, it is a riel large where goods are shifted from one place to another. There is a modal shift, goods are moved between two or more forms of freight transportation by rail to truck,
barge to rail/truck, and and rail/truck. And then you have the economic activity, that is active distribution centers and centers and industry ideal -- [ Speaker/Audio Not Clear ] The U.S.
freight villages than the counterparts of Europe. In the United States freight villages and ILCs have been developed by the private sector. As the definition goes it is a modal shift: Rail to truck transfer.
It is also generally a location where large distribution centers serving large metropolitan or multi-state areas and where they are located. Economic activities are largely integrated.
There are a couple of ways where the U.S.
freight villages have developed. So the industrial and support activities have been added to the freight facilities. We have something called add a village. That is a typical area of warehouses evolved into a freight village.
And then we look closely to the freight Hamlet.
Let's look at freight city. Alliance covers 17,000-acres; it has 140 tenants. It not only has rail and truck access, but it has a site. Here is the site. This is the need to build a residential community for the workers.
Here are the different ranges from Nokia to Laredo. It started at a fun site and when the arsenal closed it caused many job losses. This is a prime location within the Chicago, the major area of distribution.
Wal-Mart which is the -- [ Speaker/Audio Not Clear ]
Mesquite and Intermodal facility in Skyland Business Park has activities adjacent to the site.
Here is where you can take the freight use and the turn it into a activity for the local community.
Going back to Texas, the Dallas Logistics Hub. Here is the intermodal terminal, and there is 6360-acres being developed on that site.
Raritan Center in New Jersey also has an arsenal site. This center has a carload traffic. It occupies 24-acres, and it runs two facilities with small yards within it. There are hotels, offices located with it, there is a center,
and it has 12,000 employees there now onsite.
Now Pureland which is the largest industrial site east of the Mississippi. This was developed on green field and it was put together for this late development. Before the environmental came to this site,
the need was to develop an industrial part that took into account a lot of the nature in the area and considered a lot of the environment l aspects. It has nature areas, farms, preserves, and people could go fishing if they would like.
It now has 8000 employees. It has hotels, offenses and restaurant -- offenses, hoe tills -- offices, hotels and other work sites . When McDonalds came on to site this allowed them to add that to the location and provide amenities.
What makes a an ILC or freight village a good neighbor?
When you talk about the municipality, will it provide employment for my community, and secondly, it can help mitigate concerns . It can provide services that were not originally there in the community. It can bring doctor's offices,
et cetera. It gives you an ideal amenities like the rail cars and it integrates the activities together.
Some green practices that come into place.
Pure lands provide nature trails and areas. Haines, it provides a transit access. East coast and Halls, right now they have refrigerated warehouses and some of the largest solar arrays on structures in the world .
Lastly, I want to discuss the idea of the compact freight village. Can we take a center and develop -- take several centers and develop one big center. This is formally from the Department of Defense and the veterans of administration use.
We took it to see if we could incorporate access to other places.
This is to determine the ecosites and the ecopreserves. Nestling the rail yards to buffer the sounds. And then this would provide a nicer addition to the community.
Freight villages are opportunities. They leverage trait operations to create local economic value. They create shared value supporting businesses and serving the veil am and the surrounding community.
They are primarily -- there are primarily private funds to achieve goals. They reuse the brown field properties in a productive matter and they encourage the use of freight use.
I will turn it to Jennifer.
Thank you, Anne.
We will now move on to Jim.
Thank you. I think my presentation is kind of like a case study . I need to stress that there are private terminal operators operating within the port. Most of these are within the jurisdiction of the city of Baltimore.
They have mostly small boats and arenas for those ports. It is about 90 years which makes it older than Baltimore city. It is in the east coast ports and it was a great advantage up until the 1980s when the trucking
and the railroad industries were deregulated. The railroads led the way for terminal development at most ports in the United States. They lost the incentive after WW II. Even further in time,
there has been three paradigm shifts in ship designs. First, steam propulsion, that allowed them to keep a schedule; and then the steel shipbuilding was much, much larger and that developed the cargoes.
And then 15 years ago we had containerized cargo which provided larger and open spaces. The ships could be discharged much quicker, typically 8 hours versus week or so to ship that amount of cargo off of your hands.
Globalization: Baltimore's international trade continues to grow. The intercoast tailwater trade within the -- travel water trade has stayed about the same. That evolution continues.
Downtown -- Baltimore no longer has much integrated time in the harbors. They were operating up and down the east coast as well as east and west across the Chesapeake Bay . I-95 moves along in this direction and goes under a tunnel
and pops up on the other side near the coal fields.
Now the port of Baltimore is a mix of public and private terminals as I mentioned earlier. We have handled a diverse amount of commodities. The private terminals handle most of the bulks. It hands drive and liquid bulks.
Our main source is coal and iron ore, and then the smaller ones is like sugar and other smaller containers. This puts the port in a perspective. We are a large port, but not the size of Los Angeles.
This of course creates jobs. We have 50,000 total jobs depending on the port.
A third of those are direct jobs. And the neighboring ports up and down the east coast is competitive for our business because they want the jobs.
And the developers within the city is competitive to gobble up waterfront land wherever they can get it. The city can determine the land use. Baltimore's city's inner harbor and development,
they have had great success with the commercial retail office spaces and businesses downtown. That has created other waterfront development.
Here is Tide Point Office Complex. This is where they use to make Tide laundry detergent there. You can bet that there are tensions between these. Silo Point condominiums.
They are a blue collared working neighbor with the CSX rail yard and CSX railroad community. This is the Silo Point Condo minimums, but the artist's rendition doesn't highlight the rail yard, and I would hate to heat that.
This is the Canton crossing office, condominium complex.
In the early 2000, the city realized I did could do -- it could do a better job managing the planned unit developments. You need waterfront business to ensure you have enough tug companies, surveyors, grain, construction companies,
and the like. It was hard to no to the developers one-on-one. And land use became a constant issue at the industrial and mixed use frontier. We bring jobs and we add value to the products.
The developers that want to push the residential and commercial use they try to get the city to focus on giving you more taxes for the same acreage, they are consuming values, desire waterfront, but they can be located inland.
We were very pleased when the city did the right thing in our view and in 2000 they passed the MIZOD and this really helped the primaries within the port. This kept them from developing encroachment. It has to be heavy and industrial.
Any of the waterfront area that was at least 18-foot of water was with railroad and highway access. Planned units are not allowed for 10 years. Staph Venns and live entertainment was not allowed. Also office and hotel,
commercial uses are not permitted unless as an accessory use. That will offer a 10-year expansion. We are working hard to make this happen. Here are the portions of the city that are on the deepwater that are industrial now
and tide up in the maritime industrial zone.
That is pretty much my talk. The evolution continues. Here are a couple of other slides here for a reference. That one didn't come through so good. Okay. Here we go. Jennifer, I am done.
Okay. Thank you Jim, we will now move on to our final presentation given by Caroline Mays.
Thank you. Today I will give you an overview of the Atlanta region, key freight and land use challenges, and the mobility plan, land use analysis and recommendations, and then I will come back to the lessons learned
and the conclusions in order to create the plan. This is the Atlanta MPO planning boundary. This is as a result of the 2000 consensus. In terms of employment, by 2030, we will have 6 million people employed as compared to today.
We will add additional 1.7 million jobs that is an increase of 66%. This will create 65% of new jobs each year. The point that makes this very point is that really the result of the increase
and the employment that is projected will mean that more people and more businesses will demand and consume more goods and services in our region.
The map here illustrates net works for the inland distribution markets in the United States. It is Atlanta, Chicago and Dallas.
Atlanta is one of the three top distributions centers in the United States primarily because Atlanta has excellent infrastructure and a fairly large local market.
Atlanta also has excellent interstate access as well as excellent rail access .
This graph pretty much just represents a break down of total freight tonnage from 2005. The key here is to highlight the predominant role that trucks play in our region. A bulk of freight moved our region is buy trucks.
As I will talk about later on you will understand the key of what I am trying to express here.
The next couple of maps will show the layout of the land use in our region and it will also give you the view and highlights of the job opportunities in our region. The details uses is food, retail, and general distribution.
This is a highly networked environment. This is along the interstates and major materials, however there is large pockets in the inner cities outside the larger use of coal. Here is a map of the facilities in your region again.
Here is the tracks of the facility. You see the -- you know, kind of the -- [ Speaker/Audio Not Clear ]
The third map illustrates the relationship between manufacturing sector establishments and highway network.
The employ here is that manufacturing generates the highest value of the goods among the five major sections in our region making it accountable for our economy .
Finally, the last map here shows the construction sector establishments and highway network. It will correlate with the major systems along the highway system. It generates the highest volume .
This is the key freight/land use issues. The first one is increasing the C of freight needs in regional land use and transportation plans. The second challenge is the conflicts among the land uses con training redevelopment.
The third one is emerging land use conflicts and tools to support local and regional planners in zoning and site plan review. Where I was explain the freight activities in the Suburban and urban communities, these are critical here.
In this slide, I want to explain the key issues as to why it is important to coordinate freight and land use. It is really becoming critical to coordinate the planning due to the community impacts, because of lights, noise, air quality,
safety, property value us, and -- values, and quality of life, and other impacts. We have the quality like water. And then we have some incompatible issues that is coming from the incompatible languages.
The purpose of coordinating freight and land use is correlated with mitigation requirements, expansion constraints, operating hour limits and it plays a primary role in the community and businesses.
In our region, we undertook a major freight mobility plan as I mentioned earlier and we completed that this year. The purpose of that was to help the MPO of land use planning and freight mobility.
The language analysis focused on two key areas. One is to coordinate between the land use and the freight planning. And the second is to develop a comprehensive freight strategy. This is fairly comprehensive,
the case study methodology for examination, on the freight/land use issues. It conducted site visits, reviewed existing plans and information, examined interactions a plea of not guilty land uses,
and gained useful opportunities for the land developments.
This slide shows the case studies from the freight and land use developments. These were really chosen carefully to be key within our areas .
The next couple of slides I will highlight some of themes that were accommodating the case studies as well as the key issues where we built in doing the analysis. First, here in this slide,
here is the issue of the logistic considerations are not developed in the freight access and design analysis. This is designed for the freight design and track movement. One that is a major issue in our region
and several of the case studies actually reveal this. It has significant influx and proximity to intense freight uses. This has resulted in land use conflicts, comparable land uses, adequate buffers of the land uses.
[ Speaker/Audio Not Clear ]
The third key issue brought to bear by the analysis is the challenges of meeting and preserving freight mobility especially in light of the freight facilities moving outside of the urban area.
The infrastructure was not really designed to accommodate freight needs. This has been precipitated by roadway congestion and safety concerns in these areas. As I mentioned a lot the facilities, as you see here, are two way-roadways,
that were not necessarily designed for freight and some of the turning issues whereby trucks have a difficult time maneuvering to and from the different -- from the different facilities within the area.
The next one brings up the whole issue of Brownfield redevelopment potentially within our region. We have seen the development decline over the past years as the other facilities have moved to the Suburban areas within our region.
We need to redevelop the freight lines and -- uses and utilities .
In our region we have an abundant amount of trucks. In our region we can generally predict that they will locate in an area with areas that have access to high speed, high capacity network transportations.
This trend has increased in the emersions of [ inaudible ] in our regions. It was prominent in the analysis a and the recommendations that were put forth to address this issue.
The next issue in our region is the challenges of coordinating the freight and non-freight land uses. The main issue here is that our region has deal with high uses of overactive planning on the freight uses and the land uses.
[ Speaker/Audio Not Clear ]
This will summarize the case study findings.
[ Audio Cutting In and Out ]
This slide here provides an overview of the case studies and findings and they can -- in this finding they can preserve freight moment as the region continues to develop. They can coordinate the freight
and non-freight land uses to key and local development and positions. The key recommendations is to plan in an integrated manner and where it is critical they need to provide guidelines for developers and planners.
And lastly the enhancement of local comp hence tiff planning and zoning processes to address freight-related issues to have happen in a particular area or a specific guidance for the land use and the land use decisions
and to work together, which is effectively very rare. This is an essential part of the growing economy.
Now, the next couple of slides will provide a detailed overview of the presentations. I won't go into all of this, many of you can download this; but I provided this as a point of reference to give the detailed work that went behind this.
The highlight of my presentation is the lessons learned and the conclusions of the freight and land use developments. It's important to develop freight lodge is is -- logistics. It's important that it is coordinated.
[ Speaker/Audio Not Clear ]
The next slide, again, you know, highlights some of the key lessons learned as well. Here it is extremely important to understand the language efforts evolving on the freight and non-freight development
and to apply the adequate mitigation strategies, design existing and future transportation corridors to accommodate freight needs for users and developments.
Thank you that concludes my presentation. I will turn it over to Jennifer.
[ (Speaker/audio unclear due to distortion and need back).
I encourage you all to take a look at the website here and view their plans.
We are going to move on to the question and answer question now.
While I go through the questions, I am going to bring up a slide about the great peer to peer program in a minute. The Atlanta regional commission participated in an exchange on the freight and land use planning.
I encourage you to visit the freight peer to peer website.
If it is interesting to you or you would like to appear at one of the exchanges, you can go on the website to learn more.
Caroline, can you explain your localized experiences?
Yes, we have had tremendous success stories with our local jurisdictions. We have held a freight and land use exchange this past August and we had several of our local jurisdictions actually participate in that.
The key here is that they really provided us with a wealth of information and also provided us with some of the details at the regional level where we didn't necessarily have it. It was really, really important
and we also involved the local jurisdictions in the freight planning and outlooks in Atlanta. Our MPO funds the comprehensive plans. The coordination efforts and working together has been tremendous with the local jurisdictions.
Okay. Thank you.
(Speaker/audio unavailable due to distortion and feedback).
I don't know. It's not necessarily something that we can present. I think we can minimize and mitigate some of the impacts that are associated with those developments. You are seeing the co-existence with the freight
and non-freight facilities. The key elements are to develop strategies to mitigate the impacts that are associated with the land uses by creating the bufferers or efficient buffers, not just buffers,
and providing if transportation facilities that meet the needs of both the freight and non-freight uses .
That is actually a good question for the other presenters on line as well .
That is really a discussion for the localized communities. It goes a lot to what Caroline talked about and thinking through and learning how the various land uses work together.
What happens if there is a industrial use there first, how do you go back and make them all work together.
I think we have discussed some of the techniques that are available.
Okay. Thank you.
Just to add, Jennifer, as Anne mentioned, in our case it could be the opposite. Residential uses are encroaching on the different areas.
Caroline, do you have a freight-friendly design for the freight areas?
The design that we developed is not a statistic; it was an actual study. We didn't highlight it on a urban area, we did it on a regional area.
How do you add that with the construction flows?
Out of the construction flows we acquired the data for the freight mobility plan, it provides the commuters, other routes, and other databases; we did interviews, local interviews with the stakeholders within the region.
And it was a compilation with that information.
Thank you. We will move on to some questions for Jim now. Let's see here. What analysis and promises that were necessary to get cities to adopt it.
I can say a couple of things. The city did this pretty much on their own. There were some additional capital funds that the Maryland Department of Transportation assisted with on the access roads. I don't think that was a lot of money.
I think it was in the neighborhood of 7 to $10 million and that is addition to the -- in addition to the highway revenues that the city gets. We stressed that the maritime uses create jobs
and we supported theism pact that it -- the impact that it has on the city and the region.
There are allotted of -- a lot of the direct jobs are held by the residents in the cities. Many of these residents don't have higher educational degrees.
There is a need for employment for this sector of the population. I guess, it is a combination of the dollars to help with the city's roads to help with the terminals. We are happy that they are contemplating that.
Is there be a facility of transportation from city to city by 2020.
There has been an enormous slow down. I know of other containers that have slowed down and there are other commodities that have slowed down.
I think the last I seen they are still stick to their guns where they are going to be doubled by the year of 2020. That is using the [ inaudible ] standpoint. That is a non-answer and I apologize.
We are going to move on to some questions for Anne.
Were there some former military base closures before -- [ Speaker/Audio Faint & Unclear ]
Many of these military bases were situated in a great location. Raritan Center was a military arsenal that was sold to the public in the 1960s.
Nobody wanted to take on the trouble of trying to demolish very tightly built concrete structure where they were designed to withstand aerial bombing, but it is related in some way.
The term village makes it sound innocuous. This is an excellent question. Anything with the term freight in it sends off negative connotations whether we like it or not. We have met with the duke States and the [ inaudible ] next to I did.
They would negatively react to a freight use, but instead they embraced it. Coming out of their conversation was a question of freight village was potentially at the public hearings were going to set off a a negative connotation.
They suggested that we go over the business Gateway. They came to the meetings to support that . The question is do we have sufficient rail yards to make it viable for the railroads.
How do you quantify the local traffic from the centers. What is expected from the developers on the infrastructure from the local road work. What is expected of developers in an industrial park at a local setting.
The developers have to come forward and indicate what kind of development they are going to develop and occur there. Where it can mitigate in the truckloading generation is that one side coming into
and essentially leaving it is going into an alternative mode. It is going into calculation. What makes it more powerful to the municipality fact is that it does have multiple modes being used
and bringing the industrial development into the one aggregated areas and allowing them to be disbursed. They are having activities that are mutual to the community and to the development
and that works well when you look for the approvals.
We will move on to questions for Daniel and Mark. What models did your research display in the path activities and the changes. Do you use models? Is it through the flight, airways, railways, and freight ways.
We look at the relationships cross-sectionally and we are looking at no or low freight accumulated land uses. When we look at change, we are looking at the dependent variables as no change decreased concentration over time.
Because we don't have the variables we will move do not have the metrics. Most of those are implemented with continuous variables. We are going through a geographic way of regression. There is a strong spatial effect.
What data or recordings information are key in funding the freight studies.
Yes, this relates to the previous question of the types of freight modes and what is being considered. This the two sources of data we want to add is the freight activity and that is a really hard question, hard piece of data.
You want to buy mode, freight value, and tun nag -- tunnage . Now, that is the freight activities type of things. On the land use side of things,
we would like to get as much parcel information as possible to gleam whether the use a freighted use or not. I think in the past we have used the funded activity codes, but they are not that useful,
we really want to know what we are seeing is a warehouse regardless if it is Target or Wal-Mart, or whether it was [ indiscernible ]
Are any of your studies online?
Yes, the airport study is available.
I would be happy to point out the URL or folks can e-mail me. You can type the URL into the chat area if you like. I don't quite have it handy, but I will.
Okay. That's fine.
How did you derive the top factors involving the businesses?
Are they from a survey or an overview in.
One way to validate those is through a national or regional survey for the shifts or the carriers, but we haven't done that.
The last question that was directed to everybody, and that is what have you done in terms of direct rail service on the freight planning. Is there anyone that would like to respond to that?
I will jump in. As part of developing our freight mobility plan, we did an analysis of our freight network and the challenge there is that very few people understand the constraints that the rail network faces.
They face the same congestion as the highway network. That was a concern with our network. When we presented that information to them
and also we found out that most of our networks were [ inaudible ] Some of those were shared by a passenger rail. Within our region, it is considered to be Am track. This blocks the rails for at least two hours per day.
The challenge is critical to understand the constraints that are faced by the railway sector. Yes, there is potential, but again, yes, there is needful investments in the rail network in order to be able to shift -- you know,
experience the shift that we had hoped for.
I would like to add something.
(Speaker/audio unclear due to distortion and feedback).
There was slim capacity in the railroads. We saw two years ago of the break down in moving them from the rail yard and getting them into the [ inaudible ] They manage their field in an efficient way as the airlines do.
(Speaker/audio unclear due to distortion and feedback).
Actually, that is a great lead on what I was going to say on the freight villages. The freight villages can provide that into the industry. You can provide the critical mass that Class 1 railroad be necessary to a certain area.
There may be a short line operator, and there are short line railroads handling things. But the Raritan center has 4 or 5000 carloads a year .
Thank you. At this point, we are about out of time. We have gotten through everything that was typed in. I want to thank all of the presenters today. We had great presentations and this is one of the most popular seminars that we have had.
I thank you for attending today. All of the recordings, documents, and transcripts will be available in the next couple of weeks.
Keep in mind the next seminar will be held on the second Wednesday of the month instead of the third Wednesday of the month due to the holiday. You can go to the address on the screen and log in to be a part of that seminar as well.
With that I will close and say thank you once again it was a great seminar.