freight and transportation planning workshop- executive summary presented by the federal highway...

Freight and Transportation Planning Workshop- Executive Summary

Presented by theFederal Highway Administration

DateLocation

Federal Highway Administration2

Workshop Outcomes

Better understanding of the modes and stakeholders involved in freight transportation

Better understanding of the trends affecting freight transportation and its impacts on your transportation system and communities

Better understanding of the common issues that prevent freight from being fully incorporated in the planning process

Resource packet to help guide freight planning efforts

• Data and funding sources

• Examples of successful programs and initiatives

• Links to other organizations


How Does Freight Transportation Differ from Passenger Transportation?

Passenger Movements

Movements often begin and end within the same jurisdiction

Trip generation and attractionswell understood and predicted

Plenty of publiclyavailable data

Issues better understood by decision-makers and general public

Less infrastructure impact

Less intermodal in nature

Freight Movements

Complex chain of interregional or international trips

Sensitive to market forces; difficult to forecast demand

Few sources of publiclyavailable data

Private sector industry not always well understood

Heavier vehicles have greater infrastructure impacts

More intermodal


Who are Freight Stakeholders?

Public Sector

• Federal, state, local transportation planning agencies

• Economic development and trade organizations

• Federal, state, local law enforcement

Private Sector

• Shippers and receivers of freight (businesses)

• Freight transportation service and logistics providers

• Owners and operators of freight facilities

• Neighborhoods and communities affected by freight transportation

• The general public


Public Sector(States, MPOs, local agencies)

Private Sector(Shippers, Carriers)

Global

National

Regional

Local

Stakeholder PerspectivesState, MPO, Local Agency Focus is Regional and Local; Private Sector Focus is Increasingly National and Global


Importance of Freight PlanningTransportation Investments Lead to Increased Productivity

Florida

• Freight transportation investments generate a 35 percent annual rate of return in terms of GSP growth

Maryland

• Highway improvements responsible for 10 percent of state’s productivity growth 1982-1996

Wisconsin

• Every $1 of highway investment leads to $2 of benefits to passengers; $1 of benefits to freight movements

Sources: Florida DOT Macroeconomics Study, 2002; Transportation Improvements Grow Wisconsin’s Economy, 2003.


Importance of Freight PlanningEfficient Freight Transportation System Attracts New Businesses

88 percent of all new and expanded manufacturing facilities in Wisconsin chose to locate within 5 miles of key highways


Modes of Freight Transportation


Modes of Freight TransportationFreight Service Spectrum

Fastest, most reliable, most visible

Lowest weight, highest value,

most time-sensitive cargo

Slower, less reliable, less visible

Highest weight, lowest value,

least time-sensitive cargo

Fast, reliable, visible

Range of weight and value

$1 - $10,000/lb. 3-10¢/lb. 1/2-1¢/lb.

Higher . . . . . . . . . . . . . . . . . . . . . . Service Cost Continuum. . . . . . . . . . . . . . . . . . . . . .Lower

Air Truck Rail Water Pipeline


Freight Transportation System


Freight Movements14 Billion Tons Valued at $11 Trillion in 1998

0

2,000

4,000

6,000

8,000

10,000

12,000

Rail16% Rail

28%

Truck78%

Truck60%

Truck88%

Rail6%

Millions of Tons

Billions of Ton-Miles

Billions of Dollars

Air5%

Water6% Water

12% Water1%


Freight TrendsAnticipated Growth in Freight Traffic

0

5

10

15

20

25

30

1998 2010 2020

Freight Tons (in Billions)

Domestic Import/Export

Source: FHWA Freight Analysis Framework.


Freight Growth ImpactsHighway Congestion Impacts, 1998

Source: CSI based on FHWA Freight Analysis Framework Project and HPMS data


Source: CSI based on FHWA Freight Analysis Framework Project and HPMS data

Freight Growth ImpactsHighway Congestion Impacts, 2020


Freight Growth ImpactsOther Impacts Transportation system impacts

• Intermodal access and capacity further strained

• Congestion reduces mobility for people and goods

Economic impacts

• Congestion and delays lead to increasing costs for shippers and carriers

Community impacts

• Increased truck idling and grade crossing delays lead to worsening air pollution


Freight TrendsIncreased Emphasis on Security Post-September 11 cargo inspections

more frequent and intensive, particularly for international shipments

Increasing reliance on pre-clearance of known shippers and closer scrutiny of chains of custody

Increasing use of ITS and other technologies to verify cargo, vehicle, driver


Freight TrendsMany Agencies Involved in Freight Security Transportation Agencies

Transportation Security Administration

Federal Motor Carrier Safety Administration

State DOTs

State Registries of Motor Vehicles

Law Enforcement Agencies

U.S. Customs

INS

Border Patrol

DEA

FBI

U.S. Marshals

USDA

ATF

Coast Guard


Security Impacts

Increased delay at border crossings and other gateways and along major trade corridors

Uncertainty as to appropriate state and MPO role in addressing freight security

Greater degree of coordination with law enforcement agencies

Limited funding available for freight security efforts


Freight TrendsEnvironmental Accountability Construction and expansion of

freight facilities more politically and socially challenging

Intermodal access often occurs through residential neighborhoods and town centers


Freight TrendsEnvironmental Accountability Trucks account for over 50 percent of all NOx and Particulate

Matter (PM-10) emissions

Truck accident rates do not differ significantly from passenger car accidents, but have greater impacts

Nearly 70 percent of transportation-related noise caused by trucktraffic

Fatalities Involving Medium and Heavy Trucks, 2000

Occupants in other vehicles

Truck occupants

Non-occupants


Environmental Accountability Impacts

Increased sensitivity at all levels of government to the environmental and community impacts of freight movements

Greater emphasis on improving the efficiency of freight operations rather than expanding freight infrastructure


Organization andStaff Resources

Inter- and Intra- Agency Coordination

Public/Private Input

Goals and Objectives

Data and AnalyticalTools

Financial Planning and Funding

Identify and AnalyzeNeeds and Deficiencies

(current and future)

Develop andEvaluate Alternatives

Prepare and AdoptLong-Range Plan

Project Programming

Development and Implementation

Freight in the Planning ProcessGeneral Transportation Planning Process


Freight Goals and Objectives

• TEA-21 provides little specific guidance as to how or to what extent states and MPOs should consider freight interests

• Many state DOTs and MPOs only address freight generally in their long-range plans

• Freight planning at some states and MPOs is reactive rather than proactive

Organization and Staff Resources

• Many state DOTs are organized modally, leading to fragmented freight planning

• Limited freight education and training available for technical staff and transportation decision-makers

Freight in the Planning ProcessChallenges


Inter- and Intra-Agency Coordination

• Intermodal freight improvement projects often involve several federal, state, and local agencies

• Freight movements often affect multiple MPOs, states, and countries and can require coordinated planning efforts

Private Sector Participation

• Vastly different planning horizons– Public sector – “generational” – Private sector – “quarterly”

• Many potential private sector participants do not have the staff time or resources to fully commit to the process



Freight Data and Analytical Tools

• Publicly available data often lack industry detail due to privacy concerns

• Privately-maintained commodity flow data sets often costly and require extensive analysis

Funding• Federal funding programs for multimodal and intermodal

projects exist, but can be limited

• Some states and MPOs find it is difficult to justify spending money on projects that are perceived to benefit the private sector freight community



Overall Planning and Programming

• Freight champions sometimes do not exist

• Freight projects compete with passenger projects for funding

• Freight specific evaluation criteria often do not exist

• Freight planning can occur outside the transportation planning process

– Earmarks– Economic development activities– Projects on privately owned and operated infrastructure



Freight in the Planning ProcessFactors of Success for Incorporating Freight Program or project champion

• High level champions can often raise awareness of importance of freight

Education and outreach efforts

• To decision-makers and general public who may not realize the importance of integrating freight movements into the transportation planning process

• Some DOT and MPO professional staff lack knowledge and expertise in freight issues

Intra- and inter-agency coordination

• Most freight projects involve several agencies – both within and outside of transportation


Freight in the Planning ProcessFactors of Success for Incorporating Freight

Freight data

• Good freight planning begins with good freight data

• Data can come from many different public and private sources

Private sector involvement

• Private sector can often provide the background and expertise necessary to conduct effective freight planning

Innovative project development and funding methods

• Freight improvement projects often do not fit neatly within existing funding categories or project development processes


Questions and Discussion

freight and transportation planning workshop- executive summary presented by the federal highway...

Documents

freight stakeholders

freight movements sources

transportation improvements

passenger transportation

freight planning efforts

public sector federal

highway investment

global slide