Impacts of Public Policy on the Freight Transportation System (2011) / Chapter Skim
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Pages 49-71
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From page 49... ...
An analysis conducted for the San Francisco Bay Area's Metropolitan Transportation Commission found that local government tax revenues for retail, office, and housing developments were 2 to 10 times higher than for warehouse use (see Table 5-1) .65 C H A P T E R 5 Case Studies 65Hausrath Economics Group, "Task 4 Report: Existing Conditions and Trends Regarding Real Estate, Land Use and Community Factors with Implications for Goods Movement Industries," prepared for the Metropolitan Transportation Commission, October 2003, pp.
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However, the more remote locations also likely entail increased travel times, greater number of miles traveled, and higher fuel costs. In the extreme, freight facilities may move to another jurisdiction.
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For example, Florida has proposed spending as much as $650 million to divert freight trains from a rail line running through the Orlando region to another rail line running west of it, while providing CSX with a new terminal to replace the existing one in Orlando.67 The reasons behind this are: to reduce street congestion in Orlando due to trains blocking grade crossings and to make the lines currently used by CSX available for commuter rail. A similar proposal has been put forward in Colorado -- the Colorado Department of Transportation is studying a proposal to shift freight trains out of the Interstate 25 corridor through Denver to a new alignment on Colorado's eastern plains.68 Policy Impacts When local government land use policies prohibit the construction or expansion of freight facilities desired by industry or encourage redevelopment with non-freight-related land uses in areas close to ports or other major terminals, these policies can result in negative impacts on the freight system.
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From page 52... ...
Ultimately, if the city does not bring its comprehensive plan into compliance with state law, the state can withhold infrastructure funding from the city.74 If the City of Miami succeeds in its efforts to redevelop the Port of Miami River area, it is unlikely that most of the marine terminals could relocate to other nearby locations. Even with the crash in residential real estate values in South Florida, land values are unlikely to support creation of new marine terminals.
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From page 53... ...
Baltimore maritime industrial overlay district. therefore discouraging facility upgrades and expansions.77 Port interests argued for moving the sunset date further into the future or making the zoning district permanent.
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Kornhauser, and Mark J Kay, "Getting the Goods Delivered in Dense Urban Areas: A Snapshot of the Last Link of the Supply Chain," Transportation Research Record 1653, 1999.
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From page 55... ...
Local land use planning and zoning authorities can also affect the ability of trucks to load and unload freight through specifications on the number and size of docking facilities at large buildings. Carriers may incur delays if the number of loading bays at commercial buildings is too small to accommodate the volume of freight activity.
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From page 56... ...
Kornhauser, and Mark J Kay, "Urban Freight Mobility: Collection of Data on Time, Costs, and Barriers Related to Moving Product into the Central Business District." Transportation Research Record 1613, TRB, National Research Council, Washington, DC, 1998.
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From page 57... ...
. "Urban Freight Mobility: Collection of Data on Time, Costs, and Barriers Related to Moving Product into the Central Business District." Transportation Research Record 1613, TRB, National Research Council, Washington, DC, pp.
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From page 58... ...
On the other side is a portion of the air cargo transportation community, which consists of commercial passenger airlines, freight forwarders, cargo handling facilities, and shippers. These stakeholders are represented not only by individual businesses, but also by a substantial collection of advocacy groups and associations.
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From page 59... ...
Although the 9/11 Commission's report said simply that TSA needed "to intensify its efforts to identify, track, and appropriately screen potentially dangerous cargo," the new law laid out specific and aggressive requirements for TSA. The law requires TSA to implement a system to screen 50 percent of all cargo carried on passenger aircraft by February 2009 and 100 percent of such cargo by August 2010.
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From page 60... ...
Air cargo transportation providers have not signed up for CCSP as rapidly as was expected, and even if they had, the GAO report says TSA does not currently have the staff to inspect and certify all of the various facilities that would need certification. Furthermore, if large numbers of facility operators wait until 108GAO-09-422T, "Aviation Security: Preliminary Observations on TSA's Progress and Challenges in Meeting the Statutory Mandate for Screening Air Cargo on Passenger Aircraft," GAO, March 18, 2009.
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From page 61... ...
For its part, TSA appears to understand and, in large part, sympathize with the air cargo transportation community. The agency recognizes that there will be costs associated with compliance and that the overwhelming majority of those costs will be borne by the private-sector entities that ship, forward, and transport goods on passenger aircraft.
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From page 62... ...
Other airlines (i.e., Continental and Lufthansa) have been cited as being active in pursuing compliance with the screening rule.113 Air Cargo Market Share Should one or two large airlines impose cargo security screening fees, others will be likely to follow, and shippers and forwarders will be forced to pay these fees or move their freight to all-cargo carriers.
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From page 63... ...
Moreover, freight GHG emissions have been growing more than twice as fast as those from passenger transportation.119 Many of the climate change policies, therefore, target transportation fuels or the freight industry specifically. Some policies target other sectors but are likely to affect the freight sector.
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From page 64... ...
Policy Actions Enacted or proposed climate change policies include the Federal Renewable Fuels Standard, Cap and Trade policies, carbon taxes, EPA regulation under the Clean Air Act, corporate average fuel economy (CAFE) standards, low carbon fuel standards, and California's fuel efficiency requirements.
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From page 65... ...
Protocols for determining GHG baselines and full lifecycle emissions are still under development. Unlike the criteria pollutants traditionally regulated under the Clean Air Act, which focus only on emissions from the vehicle tailpipe, regulating transportation GHG emissions requires the consideration of the global consequences of an action, including upstream emissions (from the production and transport of fuels)
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From page 66... ...
California's Freight Vehicle Fuel Efficiency Requirements In 2006, the California legislature passed the Global Warming Solutions Act (AB 32) to reduce GHG emissions in the state.
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From page 67... ...
The observed impacts of other policies that have affected freight transportation costs can also shed light on potential climate change policy impacts. In the following sections the research team discusses • Impacts on transportation costs • Impacts on supply chains • Impacts on coal demand and the rail system • Impacts resulting from lifecycle emissions effects Impacts on Transportation Costs GHG regulations will increase the price of fuel.
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U.S. climate change policy that significantly affects fuel prices could have supply chain impacts that extend globally.
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From page 69... ...
Major reductions in coal production in the Powder River Basin will thus affect railroad traffic significantly. Reduced coal production both reduces coal traffic and shifts demand to regions that have other competing transportation modes (e.g., barge, truck, and slurry pipeline)
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Although domestic demand for coal has grown slowly in recent years, foreign exports have led to continuing growth in overall coal traffic volumes, at least through 2008.142 Impacts Resulting from Lifecycle Emissions Effects GHG emissions have essentially the same climate change effects, no matter where they occur on the planet. So the regulation of GHGs requires consideration of emissions across the full lifecycle of activity, rather than simply considering the emissions within a given region as is done for traditional criteria pollutants.
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From page 71... ...
Technology Mandates Operating Practice Regulation Pricing State and Local Biofuel mandates CA LCFS CA HDV GHG Measure Ship speed rules Idling Truck speed limits Port container fees National CAFE for trucks CAA GHG Regulations Renewable Fuel Standard Truck speed limits Cap and trade Carbon taxes The practice of cold-ironing by vessels in a port offers another example of the complexity of calculating lifecycle emissions. Switching ships from using on-board diesel generators to the grid clearly reduces criteria pollutant emissions within a port.
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