Pierce County Public Works is seeking input on an update of the Pierce County Transportation Plan. The Plan maps out the County's strategy for meeting transportation needs over the next 20 years. Planning of this sort is required by the State Growth Management Act.
This year’s update will be the most comprehensive update to the original transportation plan since it was prepared in 1992. Unlike previous updates, this Plan will address all components of the transportation system -- maintenance, operations, preservation, improvements, and administration (collectively referred to as 'MOPIA'). This year's plan is intended to represent project and services that the County can realistically afford to implement over the next 20 years.
Click here to learn about the draft alternatives.
Friday, July 11, 2008
Saturday, June 14, 2008
Transportation LIT
The Prosperity Partnership toured the logistics and international trade (LIT) industry beginning the morning at the Port of Tacoma after an orientation/walk-thru at the REI distribution center in Pierce County.
The Prosperity Partnership was conducting the second of its annual quarterly orientation for civic and community leaders. This session focused on one of the region's targeted market clusters: Trade and Logistics. Greeted by PoT Commissioner Dick Marzano, who began by telling all what we already know: the economy and the PoT business are down. But he quickly followed with what we don't know: the weaker U.S. dollar has lead to the highest export volumes ever right now. The question for everyone is: Where have the containers gone? (We wonder what are the implications for Washington's high value agricultural exports? Or even more so, the many lower-value agricultural products that have taken advantage of the bargain-basement container rates available when so many were being shipped empty?)
Marzano let everyone on the tour know that the PoT entered the late '80s transshipping about 1.4M TEUs. The Port now has the capacity to ship 4M, and the potential to ship 15M TEUs. He notes that rail capacity is needed, especially when regional expectations for growth are factored into projections as this region's ports are "discretionary," meaning 70% of the cargo into here leaves for other destinations and can thus be shipped thru any available port.
Terry Finn, Government Affairs manager for BNSF said the PNW transcontinental line is the 6th most important in terms of container volume, he said. Noting that one railroad serving the Pacific Northwest (PNW) (Union Pacific being the other in the U.S., but also noting 2 Canadian railways that serve Western Canadian ports), has 1,500 miles of track in Washington. At present, he said, there are only small segments of Puget Sound's rail lines that have a Level of Service of "E", meaning they are significantly congested. Finn shared that Stampede Pass, restricted from carrying double-stack containers due to the low crown of the tunnel, carries an average 6 trains per day, while the Columbia River route carries 34-35 per day. A fairly recent state study said the Class 1 railroads need $39 billion capital investment by 2035, short $13.5 billion. There is an internal competition for all projects within the railroad for capital.
Tour participants piled back on the bus for what tour guide Tim Farrell, Executive Director, PoT called the "surge pile" -- his speak for the process of unloading ships before loading trains. Farrell went on to explain that it was faster to unload ships than to load trains, plus it was more expensive to have ships remain idle, all of which determined the work order. A few interesting points Farrell made:
Although this wasn't the chronological order of the day, Port of Seattle CEO Tay Yoshitani presented his staff for a discussion of several topics, to include cruise ships and air cargo, avoiding a repeat of the TEU focus of the morning. Yoshitani spoke (justifiably) proudly of the four new international air carriers adding direct flights along with Northwest Airlines adding additional direct service.
Diana Parker says the 3rd runway is "complete," and scheduled to open in November 2008. That third runway is actually the 2nd "all-weather" runway, as it allows our airport to land two jets side-by-side simultaneously.
Tom Green gave some valuable insights into the air cargo services of Seattle-Tacoma International Airport, especially that air cargo is non-discretionary (locally originated or destined). Most intriguing was this first-heard conversion for comparing maritime container volumes with air shipments:
1 TEU max 20 tonnes and one 747 freighter max 110 metric tonnes
So, the region's ports volumes of about 4M TEU's can be compared with the airport's 319K metric tonnes. A very useful resource for those interested in air cargo is the PSRC's air cargo study.
There were other noteworthy reports that either have been addressed in previous blogs, like the challenges before the trucking industry, or perhaps don't exactly fit the purpose of this blog, like foreign direct investment. An especially worthy subject was the presentation by Susan Crane of Port Jobs and readers are encouraged to visit the website for their 2006 study Employment in Logistics and International Trade.
Although not all speakers during the tour are presented in this blog, my personal kudos for their participation in helping our regional leadership attain a better understanding of this most important growth industry for our region: Logistics and International Trade, not a lite subject.
The Prosperity Partnership was conducting the second of its annual quarterly orientation for civic and community leaders. This session focused on one of the region's targeted market clusters: Trade and Logistics. Greeted by PoT Commissioner Dick Marzano, who began by telling all what we already know: the economy and the PoT business are down. But he quickly followed with what we don't know: the weaker U.S. dollar has lead to the highest export volumes ever right now. The question for everyone is: Where have the containers gone? (We wonder what are the implications for Washington's high value agricultural exports? Or even more so, the many lower-value agricultural products that have taken advantage of the bargain-basement container rates available when so many were being shipped empty?)
Marzano let everyone on the tour know that the PoT entered the late '80s transshipping about 1.4M TEUs. The Port now has the capacity to ship 4M, and the potential to ship 15M TEUs. He notes that rail capacity is needed, especially when regional expectations for growth are factored into projections as this region's ports are "discretionary," meaning 70% of the cargo into here leaves for other destinations and can thus be shipped thru any available port.
Terry Finn, Government Affairs manager for BNSF said the PNW transcontinental line is the 6th most important in terms of container volume, he said. Noting that one railroad serving the Pacific Northwest (PNW) (Union Pacific being the other in the U.S., but also noting 2 Canadian railways that serve Western Canadian ports), has 1,500 miles of track in Washington. At present, he said, there are only small segments of Puget Sound's rail lines that have a Level of Service of "E", meaning they are significantly congested. Finn shared that Stampede Pass, restricted from carrying double-stack containers due to the low crown of the tunnel, carries an average 6 trains per day, while the Columbia River route carries 34-35 per day. A fairly recent state study said the Class 1 railroads need $39 billion capital investment by 2035, short $13.5 billion. There is an internal competition for all projects within the railroad for capital.
Tour participants piled back on the bus for what tour guide Tim Farrell, Executive Director, PoT called the "surge pile" -- his speak for the process of unloading ships before loading trains. Farrell went on to explain that it was faster to unload ships than to load trains, plus it was more expensive to have ships remain idle, all of which determined the work order. A few interesting points Farrell made:
- A typical Panamax ship like the K Line vessel then unloading at the PoT will fill 5-6 trains with its cargo of containers.
- Ships are very fuel efficient, moving 1 T of cargo 1,600 miles on 1 gal. of fuel
- The grain terminal at the PoT holds a comparable volume equal to 1 ship. It takes 5-6 trains to fill the terminal and 3-5 days to load the ship. (One vessel was at the terminal and one was anchored in Commencement Bay at the time.)
- Only low-sulfur fuel was available at the local truck stop such was the demand and the implications for environmental accountability.
Although this wasn't the chronological order of the day, Port of Seattle CEO Tay Yoshitani presented his staff for a discussion of several topics, to include cruise ships and air cargo, avoiding a repeat of the TEU focus of the morning. Yoshitani spoke (justifiably) proudly of the four new international air carriers adding direct flights along with Northwest Airlines adding additional direct service.
Diana Parker says the 3rd runway is "complete," and scheduled to open in November 2008. That third runway is actually the 2nd "all-weather" runway, as it allows our airport to land two jets side-by-side simultaneously.
Tom Green gave some valuable insights into the air cargo services of Seattle-Tacoma International Airport, especially that air cargo is non-discretionary (locally originated or destined). Most intriguing was this first-heard conversion for comparing maritime container volumes with air shipments:
1 TEU max 20 tonnes and one 747 freighter max 110 metric tonnes
So, the region's ports volumes of about 4M TEU's can be compared with the airport's 319K metric tonnes. A very useful resource for those interested in air cargo is the PSRC's air cargo study.
There were other noteworthy reports that either have been addressed in previous blogs, like the challenges before the trucking industry, or perhaps don't exactly fit the purpose of this blog, like foreign direct investment. An especially worthy subject was the presentation by Susan Crane of Port Jobs and readers are encouraged to visit the website for their 2006 study Employment in Logistics and International Trade.
Although not all speakers during the tour are presented in this blog, my personal kudos for their participation in helping our regional leadership attain a better understanding of this most important growth industry for our region: Logistics and International Trade, not a lite subject.
Monday, June 09, 2008
Environment Trumps Growth and Development
J. Christopher Lytle, Deputy Executive Director and CEO of Port of Long Beach (PoLB) said at today's Transportation Club of Tacoma that environmental challenges trump container volume growth or infrastructure development.
Lytle, well traveled among international lines, including some time in Tacoma, spoke of the overriding concerns the Port of Long Beach had with its future development. Their priorities are of no small import (pun intended) given their prominence as a premier port on the West Coast. Begun in 1911, the PoLB is now the 2nd busiest U.S. port, and the 16th busiest in the world. It has 3,600 A., 7 container terminals, 72 cranes. 82% of its revenue comes from containers. Along with 70 million tons of bulk cargoes, the port handles 7.3 million TEUs (twenty-foot equivalent units). That represents $140 billion in cargo value. For the future, the forecast is that containers at PoLB will increase from 15.7 million in 2007 to 42.7 million TEUs by 2030.
Lytle said projects aren't getting done because of environmental issues, and air quality is the top issue of the top environmental issues. In 2005, the PoLB adopted its Green Port Policy, and in 2006, its Clean Air Action Plan, along with its regional partners including the Port of Los Angeles (PoLA). Among its goals, reducing San Pedro Bay pollution by 45% within 5 years, cleaning up trucks and equipment, adopting shore-side electricity and low-sulfur fuels.
PoLB recognizes that vessels are 50% of its problem with trucks 25%. To accomplish these goals, the PoLB has adopted an incentive plan to encourage vessels to reduce speed, and 90% of lines have complied to get reductions in fees. The port has also instituted green leases, a new locomotive fleet and low-sulfur fuel incentives. (The PoLB will pay the difference between low-sulfur and other diesel fuels, a $10 million expense.) The port has even partnered with others in funding a hybrid tug!
Lytle also said the PoLB expects its lines to be good community partners. (I suggest joining the Chamber.) He gave examples of OOCL donating $140,000 ($100,000 to an ADA-park; $40,000 for school computers) and Hyundai $100,000 (for a local high school).
To address that 25% of the problem that are trucks, the PoLB has instituted an incentive program to remove all pre-2007 trucks by 2012, to replace dirty diesel within 5 years, and to use a TEU fee to refinance/retrofit truck replacement/participation loans.
He was questioned about the move to convert truck owners/operators to employees. He said the PoLB and the PoLA have different philosophies. The PoLA is supporting the change in the economic model for owners/operators becoming employees of truck lines. The PoLB believes the users of truck services should have choice as part of their economic model. He did agree the old model is broken, and spoke of the concession agreement of providing $150/company or $100/truck for the replacement program. A link quid pro quo is required that truckers meet all federal standards, truck maintenance and NO STREET PARKING that upsets the neighbors. Lytle did clarify that owners/operators would be subsidized with $1,400, splitting 50% each, with the revenue source as the TEU fee (paid by the beneficial cargo owner). And finally, that trucking fees must go up - significantly.
A final question to Lytle was concerning the nature of container fees. While he saw no reason such fees couldn't be used here - (he's been gone too long) - several in the audience quickly explained to him the nature of discretionary cargo (low metro population) and close international competition (Vancouver and Prince Rupert).
Lytle, well traveled among international lines, including some time in Tacoma, spoke of the overriding concerns the Port of Long Beach had with its future development. Their priorities are of no small import (pun intended) given their prominence as a premier port on the West Coast. Begun in 1911, the PoLB is now the 2nd busiest U.S. port, and the 16th busiest in the world. It has 3,600 A., 7 container terminals, 72 cranes. 82% of its revenue comes from containers. Along with 70 million tons of bulk cargoes, the port handles 7.3 million TEUs (twenty-foot equivalent units). That represents $140 billion in cargo value. For the future, the forecast is that containers at PoLB will increase from 15.7 million in 2007 to 42.7 million TEUs by 2030.
Lytle said projects aren't getting done because of environmental issues, and air quality is the top issue of the top environmental issues. In 2005, the PoLB adopted its Green Port Policy, and in 2006, its Clean Air Action Plan, along with its regional partners including the Port of Los Angeles (PoLA). Among its goals, reducing San Pedro Bay pollution by 45% within 5 years, cleaning up trucks and equipment, adopting shore-side electricity and low-sulfur fuels.
PoLB recognizes that vessels are 50% of its problem with trucks 25%. To accomplish these goals, the PoLB has adopted an incentive plan to encourage vessels to reduce speed, and 90% of lines have complied to get reductions in fees. The port has also instituted green leases, a new locomotive fleet and low-sulfur fuel incentives. (The PoLB will pay the difference between low-sulfur and other diesel fuels, a $10 million expense.) The port has even partnered with others in funding a hybrid tug!
Lytle also said the PoLB expects its lines to be good community partners. (I suggest joining the Chamber.) He gave examples of OOCL donating $140,000 ($100,000 to an ADA-park; $40,000 for school computers) and Hyundai $100,000 (for a local high school).
To address that 25% of the problem that are trucks, the PoLB has instituted an incentive program to remove all pre-2007 trucks by 2012, to replace dirty diesel within 5 years, and to use a TEU fee to refinance/retrofit truck replacement/participation loans.
He was questioned about the move to convert truck owners/operators to employees. He said the PoLB and the PoLA have different philosophies. The PoLA is supporting the change in the economic model for owners/operators becoming employees of truck lines. The PoLB believes the users of truck services should have choice as part of their economic model. He did agree the old model is broken, and spoke of the concession agreement of providing $150/company or $100/truck for the replacement program. A link quid pro quo is required that truckers meet all federal standards, truck maintenance and NO STREET PARKING that upsets the neighbors. Lytle did clarify that owners/operators would be subsidized with $1,400, splitting 50% each, with the revenue source as the TEU fee (paid by the beneficial cargo owner). And finally, that trucking fees must go up - significantly.
A final question to Lytle was concerning the nature of container fees. While he saw no reason such fees couldn't be used here - (he's been gone too long) - several in the audience quickly explained to him the nature of discretionary cargo (low metro population) and close international competition (Vancouver and Prince Rupert).
Wednesday, May 28, 2008
Intermodal Conference: Part Uno
Thanks to both the proximity and success of the Port of Tacoma, and their initiative as Principal Sponsor, the
The NWIC focused on the essential factors that affect the volume of intermodal traffic through the
Tim Farrell, Executive Director, Port of Tacoma, began the conference with opening remarks, challenging the attendees to notice the opportunities and competitive advantages of the Port of Tacoma. Capacity, environmental quality and political support are all in the strong hand held by the Port of Tacoma.
Kemmsies, noted, as did other speakers later in the conference, that global trade has grown 2x GDP growth since 1950. This growth he attributes to containerization, trade agreements, the world wide web and offshoring. He cites tht the number of ports that can handle containers has increased from 75 in 1970 to about 550 in 2007.
For the U.S., Kemmsies says TEU (20-ft. equivalent units, a common denominator for container length) has increased 5x for our GDP growth of 2x between 1982 and 2007. His forecast is for PNW ports share of the North American volume to grow by 15% in the next decade. The current division on container volumes is due to the nature of cargo from origin to port of entry. West Coast ports receive household goods from Asia. East Coast ports receive medicine, toys, etc. from Europe, up 22%.
Kemmsies forecasts a 3.1% GDP growth and a 7.8% TEU growth until the next decline (recession) in 2011 (as the economy follows its pattern of 8.5 year cycle).
Tuesday, May 27, 2008
EIS Scoping for Blair-Hylebos Project
The Port of Tacoma is gathering input as it begins considering potential environmental impacts of redeveloping terminals, roads and railways on a Tacoma Tideflats peninsula.
Redevelopment plans on the Blair-Hylebos Peninsula include:
· Relocating the Totem Ocean Trailer Express marine terminal
· Building a new container terminal for NYK Line
· Widening a section of the Blair Waterway
· Lengthening a wharf at Washington United Terminal
· Improving road and rail infrastructure
Given the scope of the redevelopment proposal, the Port of Tacoma plans to prepare an environmental impact statement (EIS). The environmental review process provides several opportunities for the public to comment on the proposed project:
· May 2008: Scope of environmental analysis
· September 2008: Draft Environmental Impact Statement
· February 2009: Final Environmental Impact Statement
The Port has scheduled a meeting May 29 as part of the public review process for the redevelopment project. The meeting is set for 4:30 to 7 p.m. in Room 104 of The Fabulich Center, 3600 Port of Tacoma Road in Tacoma. Sue Mauermann, Director, Environmental Programs says staff from the Port’s Sustainable Development department will be available in an open house format to discuss various aspects of the project. Project managers are scheduled to deliver a short presentation at 6 p.m. and take public comment.
Comments on the scope of the environmental analysis, to be prepared later this summer, must be received by 5 p.m. June 6 to be considered in drafting the EIS. Comments may be sent by mail to: ATTN: Matoya Scott, Port of Tacoma, PO Box 1837, Tacoma, WA 98401-1837, or by e-mail.
Friday, May 16, 2008
Meeting Dates Set for ST2 Public Outreach
Sound Transit has scheduled seven open houses throughout Pierce, King and Snohomish Counties to inform the public and get feedback on the new, ST2 proposal. If you are interested in regional equity and insuring that Pierce County gets its fair share of transporation dollars please attend one of the following meetings.
Two Open Houses will be held in Pierce County:
Sumner: Tues., June 3, Daffodil Valley Elementary School, 1509 Valley Ave.
Tacoma: Tues., June 10: Washington State History Museum, 1911 Pacific Ave.
Open Houses outside the County include:
Thurs., May 22: Lynnwood Convention Center, 3711 196 St. S.W., Lynnwood
Wed., May 28: Highline Community College, 2400 S. 240 St., Des Moines
Wed., June 4: Northgate Community Center, 10510 5 Ave. N.E., Seattle
Thurs., June 5: Meydenbauer Center, 11100 N.E. 6 St., Bellevue
Wed., June 11: Everett Station, 3201 Smith Ave., Everett
All meetings run 5:30 - 8:30 p.m.; presentation at 6:30 p.m.
Two Open Houses will be held in Pierce County:
Sumner: Tues., June 3, Daffodil Valley Elementary School, 1509 Valley Ave.
Tacoma: Tues., June 10: Washington State History Museum, 1911 Pacific Ave.
Open Houses outside the County include:
Thurs., May 22: Lynnwood Convention Center, 3711 196 St. S.W., Lynnwood
Wed., May 28: Highline Community College, 2400 S. 240 St., Des Moines
Wed., June 4: Northgate Community Center, 10510 5 Ave. N.E., Seattle
Thurs., June 5: Meydenbauer Center, 11100 N.E. 6 St., Bellevue
Wed., June 11: Everett Station, 3201 Smith Ave., Everett
All meetings run 5:30 - 8:30 p.m.; presentation at 6:30 p.m.
Monday, May 05, 2008
Sound Transit Seeks Public Input on Transportation Package
One of the primary take aways from last year’s failed Roads and Transit initiative, Proposition 1, was that voters want a transportation package that will provide real congestion relief in a reasonable timeframe and at a cost that will not burden future generations.
Sound Transit’s response is a scaled back transit-only proposal in which all projects can be completed within 12 years for 62 percent to 67 percent less than the total price tag for the roads and transit projects that formed Proposition 1.
Sound Transit staff will be providing an overview of the proposal at the next RAMP meeting May 7th, 8am - 9am at the Fabulich Center at the Port of Tacoma.
The scaled back proposal includes the following projects:
Link light rail: 18 to 23 miles of light rail expansions to the north, south and east, potentially serving communities including Bellevue, the Overlake area of Redmond, Mercer Island, Des Moines and Seattle’s northern University District, Roosevelt and Northgate areas. Connector light rail service would link Seattle’s International District, First Hill and Capitol Hill areas.
Sounder commuter rail: Increases of up to 90 percent in Sounder service between Tacoma and Seattle, potentially including 12 additional daily trips and platform extensions to allow longer trains.
ST Express regional bus: Service increases of 10 to 15 percent in key corridors, bus rapid transit service on State Route 520 and up to 20 miles of new arterial transit lanes.
Improved station access: Funding to increase access to transit facilities in Auburn, Edmonds, Everett, Kent, Lakewood, Lynnwood (including Ash Way and Mariner), Mukilteo, Puyallup, South Tacoma, Sumner, Tacoma and Tukwila. Projects will be tailored to the needs of each location and may include expanded parking; pedestrian improvements at or near stations; additional bus/transfer facilities for improved feeder service to stations; bicycle access and storage; and new and expanded drop-off areas to encourage ride-sharing.
Partnerships for expanded transit: Partnership funding for Eastside passenger rail on existing freight tracks; as well as for potential extensions of Tacoma Link light rail and projects in Bothell, Burien, Kirkland and Shoreline.
This month Sound Transit will launch a major public involvement effort to get input on the new plan. The public outreach includes meetings around the region (to be scheduled in Mid-May) as well as opportunities to comment in an online survey and by mail. In June and July the Board will consider the public priorities that are identified and whether to move forward with a 2008 ballot measure.
In the mean time you can e-mail your comments to future@soundtransit.org.
Sound Transit’s response is a scaled back transit-only proposal in which all projects can be completed within 12 years for 62 percent to 67 percent less than the total price tag for the roads and transit projects that formed Proposition 1.
Sound Transit staff will be providing an overview of the proposal at the next RAMP meeting May 7th, 8am - 9am at the Fabulich Center at the Port of Tacoma.
The scaled back proposal includes the following projects:
Link light rail: 18 to 23 miles of light rail expansions to the north, south and east, potentially serving communities including Bellevue, the Overlake area of Redmond, Mercer Island, Des Moines and Seattle’s northern University District, Roosevelt and Northgate areas. Connector light rail service would link Seattle’s International District, First Hill and Capitol Hill areas.
Sounder commuter rail: Increases of up to 90 percent in Sounder service between Tacoma and Seattle, potentially including 12 additional daily trips and platform extensions to allow longer trains.
ST Express regional bus: Service increases of 10 to 15 percent in key corridors, bus rapid transit service on State Route 520 and up to 20 miles of new arterial transit lanes.
Improved station access: Funding to increase access to transit facilities in Auburn, Edmonds, Everett, Kent, Lakewood, Lynnwood (including Ash Way and Mariner), Mukilteo, Puyallup, South Tacoma, Sumner, Tacoma and Tukwila. Projects will be tailored to the needs of each location and may include expanded parking; pedestrian improvements at or near stations; additional bus/transfer facilities for improved feeder service to stations; bicycle access and storage; and new and expanded drop-off areas to encourage ride-sharing.
Partnerships for expanded transit: Partnership funding for Eastside passenger rail on existing freight tracks; as well as for potential extensions of Tacoma Link light rail and projects in Bothell, Burien, Kirkland and Shoreline.
This month Sound Transit will launch a major public involvement effort to get input on the new plan. The public outreach includes meetings around the region (to be scheduled in Mid-May) as well as opportunities to comment in an online survey and by mail. In June and July the Board will consider the public priorities that are identified and whether to move forward with a 2008 ballot measure.
In the mean time you can e-mail your comments to future@soundtransit.org.
Thursday, May 01, 2008
2008 Pierce County Projects
At the next RAMP meeting (May 7th, 8am - 9am, Fabulich Center at the Port of Tacoma) George Walk, the Director of Government Relations for Pierce County will be providing an overview of the transportation projects in Pierce County funded in the 2008 Supplemental Transportation Budget.
A summary of the projects is provided here.
A summary of the projects is provided here.
Monday, April 21, 2008
Local Infrastructure Not Only a Local Option
NDTA did it again with an outstanding choice for its meeting topic so as to understand the strategic issues behind the South Sound Logistics Center (SSLC) proposal by the Ports of Tacoma and Olympia.
Today's meeting featured John Wolfe, Deputy Director of the Port of Tacoma and Kari Qvigstad, Marketing and Business Development Director for the Port of Olympia, both project leaders for SSLC for their respective organizations. Qvigstad also serves as President of the local NDTA chapter.
Eschewing the traditional method of telling the audience what they wanted them to know, both relied on questions from attendees. Overall, an effective approach as questions kept coming beyond the scheduled adjournment time.
The first, and understandably so, question was: "Why?" The answer, also of course, was a multipart response. Chief among those reasons was the expected volume growth as supported by terminal development and expansion by the Port of Tacoma, but also by private parties including the SSA/Puyallup Tribe's partnership. But often overlooked were other reasons like the infrastructure impact of 65-70% of cargo moves by rail outside the metro and that land availability for a rail yard competes with terminal development (terminals must be on shoreline, rail yards not).
To this set of reasons were added facts like cargo volume is predicted to triple by 2025, rail capacity is projected to fill by 2015 and population is shifting under the Puget Sound Regional Council Vision 2040 Plan, now under final development.
Of course, local citizens and economic developers must realize that our two Class 1 railroads are commercial enterprises subject to the demands of their customers and answerable to their stockholders in their national marketplace. Their capital investment will go where it produces the most benefit to the railroads, their customers and their owners - not to the wishes of a regional economy even if it is a cog in international trade.
For instance, it is generally understood that for various reasons a recent prospect for crowning Stampede Pass is not being actively considered. This is in spite of the pressure from coal unit trains forcing Port of Tacoma freight through Stampede Pass rather than along the Columbia River route as was common until recently. The reasons here are myriad, and count among their number the lack of participatory state funding.
As you might expect from a NDTA meeting, questions arose about military freight; although this question was more an rhetorical question that an inquiry. Fort Lewis is the sole Power Projection Platform on the West Coast. The Army has surface requirements in freight movements and infrastructure mandates to support that need. Federal cooperation might be sought, independent of any specific site.
Today's meeting featured John Wolfe, Deputy Director of the Port of Tacoma and Kari Qvigstad, Marketing and Business Development Director for the Port of Olympia, both project leaders for SSLC for their respective organizations. Qvigstad also serves as President of the local NDTA chapter.
Eschewing the traditional method of telling the audience what they wanted them to know, both relied on questions from attendees. Overall, an effective approach as questions kept coming beyond the scheduled adjournment time.
The first, and understandably so, question was: "Why?" The answer, also of course, was a multipart response. Chief among those reasons was the expected volume growth as supported by terminal development and expansion by the Port of Tacoma, but also by private parties including the SSA/Puyallup Tribe's partnership. But often overlooked were other reasons like the infrastructure impact of 65-70% of cargo moves by rail outside the metro and that land availability for a rail yard competes with terminal development (terminals must be on shoreline, rail yards not).
To this set of reasons were added facts like cargo volume is predicted to triple by 2025, rail capacity is projected to fill by 2015 and population is shifting under the Puget Sound Regional Council Vision 2040 Plan, now under final development.
Of course, local citizens and economic developers must realize that our two Class 1 railroads are commercial enterprises subject to the demands of their customers and answerable to their stockholders in their national marketplace. Their capital investment will go where it produces the most benefit to the railroads, their customers and their owners - not to the wishes of a regional economy even if it is a cog in international trade.
For instance, it is generally understood that for various reasons a recent prospect for crowning Stampede Pass is not being actively considered. This is in spite of the pressure from coal unit trains forcing Port of Tacoma freight through Stampede Pass rather than along the Columbia River route as was common until recently. The reasons here are myriad, and count among their number the lack of participatory state funding.
As you might expect from a NDTA meeting, questions arose about military freight; although this question was more an rhetorical question that an inquiry. Fort Lewis is the sole Power Projection Platform on the West Coast. The Army has surface requirements in freight movements and infrastructure mandates to support that need. Federal cooperation might be sought, independent of any specific site.
There's Still No Decision
Popular Mechanics May 2008 issue has a cover feature on fixing American infrastructure. Within a special supporting story listing the 10 Things to Fix Right Now, we can appreciate the listing of the Alaskan Way Viaduct (in no particular order). While Chicago has the distinction of two projects on the list, those here might wonder why the magazine ever had to go out of state?
Tuesday, April 15, 2008
A Peel(ing) to the Core
Thanks to my membership of the LeMay Museum, I receive an online newsletter from Ken Martin's Sports Car Market. Always full of at least one entertaining article, the recent edition contained a gem.
For those of you who remember our earlier blog on the Opel mileage king, take a gander at this prize auto that makes a Mini look like a Suburban.
For those of you who remember our earlier blog on the Opel mileage king, take a gander at this prize auto that makes a Mini look like a Suburban.
Monday, April 14, 2008
Which Little Truck Went to Market How
WSDOT has just released the 2007 Update for the Freight and Goods Transportation System.
A common resource for local jurisdictions, the study examines the volume carried by routes with the state. Freight Corridors are defined as those routes that carry four million or more gross tons of freight annually (coded T-1 and T-2). Codes go from the T-1 of more than 10 million tons per year to T-5, of at least 20,000 tone in 60 days.
In 2007, a total of 2,607 state routes were designated as either T-1 or T-2, 37% of all state routes. T-1 routes accounted for 1,093 miles, 16% of all state routes. This update also provides info about county road and city street classifications.
The study does NOT provide info on the users of the route system, their economic performance, performance requirements, system needs and future trends. Other planning documents and reports expand this analysis and can be accessed through the WSDOT Freight Systems Division.
A common resource for local jurisdictions, the study examines the volume carried by routes with the state. Freight Corridors are defined as those routes that carry four million or more gross tons of freight annually (coded T-1 and T-2). Codes go from the T-1 of more than 10 million tons per year to T-5, of at least 20,000 tone in 60 days.
In 2007, a total of 2,607 state routes were designated as either T-1 or T-2, 37% of all state routes. T-1 routes accounted for 1,093 miles, 16% of all state routes. This update also provides info about county road and city street classifications.
The study does NOT provide info on the users of the route system, their economic performance, performance requirements, system needs and future trends. Other planning documents and reports expand this analysis and can be accessed through the WSDOT Freight Systems Division.
Friday, April 11, 2008
New Commercial Driver's License Rules Proposed
The Washington Department of Licensing (DOL) is in the process of gathering stakeholder comments on a proposed rule setting minimum training requirements for applicants for a Commercial Driver's License (CDL). Under a law passed in 2007 (SHB 1267), the DOL is required to establish rules for professional training programs.
The new law exempts employer-trained drivers from this requirement. However, there has been some discussion of the training requirements eventually applying to employer-trained drivers as well. There is also a proposed federal CDL training rule, which is currently in its public comment period. That proposed rule does not exempt employer-trained drivers.
When the new Washington rules take effect, an applicant who has been trained by his or her employer will have to present a certificate to the DOL stating that he or she has the skills and training necessary to operate a commercial motor vehicle safely.
The Washington Retail Association has had several stakeholder meetings with the DOL regarding the new training requirements. The Department would like some feedback from retailers on this subject.
· How much time would retailers need for outreach efforts before the new rule goes into effect? The Department is suggesting six months.
· What would be the most effective methods for retailers to get notice of the new requirements?
· What would be the most convenient way for retailers to obtain the certificate for their CDL applicants? The Department has suggested it might make the certificate available on its website.
If you have any comments or questions, please contact Vicky Marin at (360) 943-9198, ext. 12.
The new law exempts employer-trained drivers from this requirement. However, there has been some discussion of the training requirements eventually applying to employer-trained drivers as well. There is also a proposed federal CDL training rule, which is currently in its public comment period. That proposed rule does not exempt employer-trained drivers.
When the new Washington rules take effect, an applicant who has been trained by his or her employer will have to present a certificate to the DOL stating that he or she has the skills and training necessary to operate a commercial motor vehicle safely.
The Washington Retail Association has had several stakeholder meetings with the DOL regarding the new training requirements. The Department would like some feedback from retailers on this subject.
· How much time would retailers need for outreach efforts before the new rule goes into effect? The Department is suggesting six months.
· What would be the most effective methods for retailers to get notice of the new requirements?
· What would be the most convenient way for retailers to obtain the certificate for their CDL applicants? The Department has suggested it might make the certificate available on its website.
If you have any comments or questions, please contact Vicky Marin at (360) 943-9198, ext. 12.
Sunday, March 23, 2008
When Ports Compete: Will the Loser Please Step Back
This immediately past Washington Legislative season saw a renewed effort by advocates for port consolidation that was reflected by various legislative efforts to do so.
The recent announcement by NYK line to relocate from the Port of Seattle to the Port of Tacoma , gave some new legs to the issue. The contention of consolidation advocates is that competitive ports waste taxpayer dollars and just results in a shuffle of the center of economic activity 30 miles.
For a state dependent upon international trade, that is a rather parochial view of international logistics based on the assumption that the only two ports serving the Pacific Northwest or points east are Seattle and Tacoma. Not so. Obvious competitors are the Port of Portland and the Port of Vancouver.
The hot commodity and the center of competitive activities demanding public finance (if not taxpayer dollars, dollars of public enterprises - ports “owned” by citizens) have been containers. And, the measure of what the taxpaying public’s success is is not investment but rather returns on the public investment. Given the database’s ability to support an extensive comparison between all the major ports in the Pacific Northwest, the easiest comparison for return would be size and growth of container volume measured in 20-foot equivalent units (TEUs).
However, without a doubt, the Port that as suffered through competition is Portland’s. Its “rightful” growth has arguably gone to upstart Tacoma. But, overall container growth has gone to the other Pacific Northwest ports rather than the established Port of Portland.
True enough the Port of Seattle has been forced to compete, but not with Tacoma alone. Container lines that have moved south were taking advantage of infrastructure. If the Port of Seattle had not invested, neither it nor the Port of Tacoma would have grown. Long time maritime watchers can remember when the Port of Seattle’s vision for the Port of Tacoma was as a coal and log export center. (There’s a whole thesis worth on image and vision there.) Our premise is that any complacency by the Port of Seattle would have resulted in the Port of Portland’s growth just as competition has resulted in its stagnation.
Readers are encouraged to delve further back in the history of container growth and to look for other benchmark activities like investment or the timing of new line calls and submit their arguments pro or con. And don't forget to note the tremendous growth at the Port of Vancouver during this time.
And now comes Prince Rupert - competition changes faces.
The recent announcement by NYK line to relocate from the Port of Seattle to the Port of Tacoma , gave some new legs to the issue. The contention of consolidation advocates is that competitive ports waste taxpayer dollars and just results in a shuffle of the center of economic activity 30 miles.
For a state dependent upon international trade, that is a rather parochial view of international logistics based on the assumption that the only two ports serving the Pacific Northwest or points east are Seattle and Tacoma. Not so. Obvious competitors are the Port of Portland and the Port of Vancouver.
The hot commodity and the center of competitive activities demanding public finance (if not taxpayer dollars, dollars of public enterprises - ports “owned” by citizens) have been containers. And, the measure of what the taxpaying public’s success is is not investment but rather returns on the public investment. Given the database’s ability to support an extensive comparison between all the major ports in the Pacific Northwest, the easiest comparison for return would be size and growth of container volume measured in 20-foot equivalent units (TEUs).
However, without a doubt, the Port that as suffered through competition is Portland’s. Its “rightful” growth has arguably gone to upstart Tacoma. But, overall container growth has gone to the other Pacific Northwest ports rather than the established Port of Portland.
True enough the Port of Seattle has been forced to compete, but not with Tacoma alone. Container lines that have moved south were taking advantage of infrastructure. If the Port of Seattle had not invested, neither it nor the Port of Tacoma would have grown. Long time maritime watchers can remember when the Port of Seattle’s vision for the Port of Tacoma was as a coal and log export center. (There’s a whole thesis worth on image and vision there.) Our premise is that any complacency by the Port of Seattle would have resulted in the Port of Portland’s growth just as competition has resulted in its stagnation.
Readers are encouraged to delve further back in the history of container growth and to look for other benchmark activities like investment or the timing of new line calls and submit their arguments pro or con. And don't forget to note the tremendous growth at the Port of Vancouver during this time.
And now comes Prince Rupert - competition changes faces.
Thursday, March 20, 2008
A $30 Impact
The state’s Joint Transportation Committee continues to grapple with the question of how to fund freight mobility infrastructure.
A consultant study, mandated by SSB 5207 (2007), is evaluating existing fees paid by the freight industry and seeks to identify other income sources to finance freight congestion relief investments. This includes an evaluation of other states and countries' programs and their impact on competitiveness. Originally findings were to be completed prior to the 2008 Session; however the Committee has extended the study to coordinate with highway and rail freight project work being done by the Department of Transportation and will present its findings to the 2009 Session.
A piece of this research includes an analysis of the diversion of container traffic that would occur as a result of fees or charges that are imposed on containers moving through the ports of Tacoma and Seattle. Conducted by Dr. Robert Leachman, and independently reviewed by BST Associates of Kenmore, WA, the study verifies what industry insiders have long argued: a state-imposed container tax would result in the diversion of both cargo and jobs from the Pacific Northwest.
The study found that a charge of $30 per Twenty-foot Equivalent Unit (TEU) would drive away over 30% of cargo passing through the state. According to Dr. Leachman, “Even a small container fee at Puget Sound may drive significant amounts of traffic away from the Puget Sound ports.” BST Associates went on to note that “The report focuses on imports from Asia. However…there could be an equal or greater loss to other international traffic (specifically, exports and empty containers).”
It is important to remember that diverted cargo means diverted jobs. According to an economic impact study completed in 2005 (based on 2004 data), Port activities generate 43,100 jobs in Pierce County that pay 41 percent more than the county average. Statewide, 113,000 jobs are related to Port of Tacoma activities, an increase of 11 percent from 2000. The Port’s cargo-handling, construction and leasing activities generate $91 million in state and local taxes.
A consultant study, mandated by SSB 5207 (2007), is evaluating existing fees paid by the freight industry and seeks to identify other income sources to finance freight congestion relief investments. This includes an evaluation of other states and countries' programs and their impact on competitiveness. Originally findings were to be completed prior to the 2008 Session; however the Committee has extended the study to coordinate with highway and rail freight project work being done by the Department of Transportation and will present its findings to the 2009 Session.
A piece of this research includes an analysis of the diversion of container traffic that would occur as a result of fees or charges that are imposed on containers moving through the ports of Tacoma and Seattle. Conducted by Dr. Robert Leachman, and independently reviewed by BST Associates of Kenmore, WA, the study verifies what industry insiders have long argued: a state-imposed container tax would result in the diversion of both cargo and jobs from the Pacific Northwest.
The study found that a charge of $30 per Twenty-foot Equivalent Unit (TEU) would drive away over 30% of cargo passing through the state. According to Dr. Leachman, “Even a small container fee at Puget Sound may drive significant amounts of traffic away from the Puget Sound ports.” BST Associates went on to note that “The report focuses on imports from Asia. However…there could be an equal or greater loss to other international traffic (specifically, exports and empty containers).”
It is important to remember that diverted cargo means diverted jobs. According to an economic impact study completed in 2005 (based on 2004 data), Port activities generate 43,100 jobs in Pierce County that pay 41 percent more than the county average. Statewide, 113,000 jobs are related to Port of Tacoma activities, an increase of 11 percent from 2000. The Port’s cargo-handling, construction and leasing activities generate $91 million in state and local taxes.
Wednesday, March 19, 2008
Trend Setting Environmental Initiatives
The ports of Long Beach and LA Boards of Harbor Commissioners will vote Mar. 24, just four days after getting public input on other environmental programs, on an incentive program to pay vessel operators to use cleaner-burning, low-sulfur fuel in their main engines.
Cargo ships generally use highly-polluting bunker fuel. The Ports propose to pay the difference between the price of bunker fuel and the selected low-sulfur distillate fuel.
Even though the Washington State Department of Ecology has recommended to the U.S. Environmental Protection Agency that the port-industrial area be included in a proposed designation for a Wapato Hills-Puyallup River Valley non-attainment area, the marine related contribution is thought to be only about 10% of the PM2.5 contamination as measured by the Alexander Avenue sampling station. And, that's of an area that continued monitoring through 2007 is demonstrated to be below the new, lower allowable limit as set by EPA.
Cargo ships generally use highly-polluting bunker fuel. The Ports propose to pay the difference between the price of bunker fuel and the selected low-sulfur distillate fuel.
Even though the Washington State Department of Ecology has recommended to the U.S. Environmental Protection Agency that the port-industrial area be included in a proposed designation for a Wapato Hills-Puyallup River Valley non-attainment area, the marine related contribution is thought to be only about 10% of the PM2.5 contamination as measured by the Alexander Avenue sampling station. And, that's of an area that continued monitoring through 2007 is demonstrated to be below the new, lower allowable limit as set by EPA.
Tuesday, March 18, 2008
LA's Clean Truck Program
The Los Angeles Harbor Commission is about to consider a new Clean Truck Program at its next meeting March 20.
This program, to be financed by a $35/TEU (20-foot equivalent unit) container fee, seeks to transform the drayage industry rather than fix transportation infrastructure as a similar proposal before Washington's 2007 legislature. The LA CTP addresses public safety (by upgrading the trucking fleet), public health (by requiring clean emission vehicles) and workforce equity (by requiring employee drivers).
These issues were recently surfaced in our community by speakers at the National Defense Transportation Association and the Transportation Club of Tacoma, covered in this blog.
The recommendation from the Washington State Department of Ecology to include the port-industrial area in the non-attainment area for PM2.5 opens the regulatory door for similar actions here.
This program, to be financed by a $35/TEU (20-foot equivalent unit) container fee, seeks to transform the drayage industry rather than fix transportation infrastructure as a similar proposal before Washington's 2007 legislature. The LA CTP addresses public safety (by upgrading the trucking fleet), public health (by requiring clean emission vehicles) and workforce equity (by requiring employee drivers).
These issues were recently surfaced in our community by speakers at the National Defense Transportation Association and the Transportation Club of Tacoma, covered in this blog.
The recommendation from the Washington State Department of Ecology to include the port-industrial area in the non-attainment area for PM2.5 opens the regulatory door for similar actions here.
Monday, March 10, 2008
A Practitioner's Challenges
Ed Tolan, Nippon Paper Industries rose to his own challenge by the Transportation Club of Tacoma and challenged members attending today's meeting with evaluating their strategic planning for the future.
Basically, Tolan listed a dozen strategically important future issues. Listed in no particular order and condensed around similar topics:
Basically, Tolan listed a dozen strategically important future issues. Listed in no particular order and condensed around similar topics:
- Railroad stock is transitioning to 60 feet lengths from the former standard of 50 feet. Companies should be asking how they will manage this change as it will impact their bay access points, with car lengths overlapping the physical location of openings, etc.
- The looming debate of re-regulation, especially as it applies to railroads. At first, railroads were totally unregulated, then totally regulated, now unregulated again. The question that looms is will the pendulum swing back to regulation and if so how far.
- The aging workforce presents its challenges more as to the retention of a skills base, both in technical and professional knowledge base so as to provide good customer support, effective workforce actions and sufficiency to match demand. The workforce shortage is most acute in the truck driver job. There are a host of factors affecting the ability to pay and retain drivers. Included are: immigration issues, professional criteria and work environment.
- Steamship lines also have challenges ahead. The weakening of the US dollar has spurred exports, which has lead to a shortage of containers, once only 20% filled on return voyages but now approaching parity. The growth of international trade has also lead to the adequacy of ship capacity to carry containers. As an overall result, lower value products are being priced out of the export market.
- The planned improvements to the Panama Canal, which was said is using Chinese financing, will give Chinese shippers the opportunity to miss both U.S. West Coast ports, roads and railroads.
- Citing a string of just Washington State bridges, the point was made that our infrastructure is facing both capacity and adequacy challenges. In the relatively short term, all should expect pre-tolling and its additional cost pressures.
- Vehicle and equipment costs, especially for the small business owner/operator is getting out of an affordable range. And fuel costs was an "oh, yeah..."
- Shippers and receivers need to form a partnership with carriers to do an overall better job. The issues of workforce and benefits must be addressed in the expected driver shortage. Other issues favor cooperative problem solving.
Contact Gary Gieser if you wish to know more about the Transportation Club of Tacoma.
Tuesday, March 04, 2008
Tell the Legislature Where to Park It
WSDOT's Freight Systems Division is seeking participants for on-line truck parking survey that concludes March 23, 2008; information needed from drivers and carriers.
WSDOT's Freight Systems Division is currently working to develop truck parking in Washington-especially along the I-5, I-90, I-82, and SR-167 corridors.
This on-line survey is designed to gather input from:
WSDOT's Freight Systems Division is currently working to develop truck parking in Washington-especially along the I-5, I-90, I-82, and SR-167 corridors.
This on-line survey is designed to gather input from:
- both drivers and carriers;
- those who use truck parking facilities regularly and
- those who are periodic users;
- those who utilize facilities for their rest periods and
- those who only stop to use the facilities or grab a quick bite to eat
WSDOT needs your recommendations on how to improve truck parking:
- along I-5, I-90, and I-82
- your truck parking and services requirements
- your current truck parking practices and
- where truck parking improvements are needed.
The survey will take between 10 and 15 minutes to complete.
Please complete the survey by March 23, 2008.
If you are a truck driver please click this link (or paste it into your browser): http://www.watruckparkingsurvey.com/
If you represent a truck company with more than one driver please click this link (or paste it into your browser): http://www.watruckcompanyparkingsurvey.com/
Your views are very important to WSDOT's next steps to guide the development of proposed improvements to present to the Washington State Legislature. Thank you for your time!
For more information, please contact:
Dale A Tabat, WSDOT Truck Freight Programs and Policy Manager.
House Funds 520 - Shorts Pierce
The Association of Washington Business, among a report on other legislative action and business issues, reported the action by the Washington State House of Representatives for its transportation budget proposal.
The House approved a transportation budget with $2 billion of the $4.38 billion cost of replacing the State Route 520 bridge with a more modern, six-lane successor. Users of the bridge could pay tolls as early as 2009 to cover the remainder of the project’s funding. Under that budget, however, other highway projects face delays, including the highway crossing Fort Lewis between Frederickson and Lakewood, the extension of Highway 167 from the Port of Tacoma to Puyallup, and a Highway 509 link from Interstate 5 to Sea-Tac International Airport.
Relevant links: HB 2878, sponsored by Rep. Judy Clibborn, D-Mercer Island. Contact AWB’s Amber Carter at (360) 943-1600.
The House approved a transportation budget with $2 billion of the $4.38 billion cost of replacing the State Route 520 bridge with a more modern, six-lane successor. Users of the bridge could pay tolls as early as 2009 to cover the remainder of the project’s funding. Under that budget, however, other highway projects face delays, including the highway crossing Fort Lewis between Frederickson and Lakewood, the extension of Highway 167 from the Port of Tacoma to Puyallup, and a Highway 509 link from Interstate 5 to Sea-Tac International Airport.
Relevant links: HB 2878, sponsored by Rep. Judy Clibborn, D-Mercer Island. Contact AWB’s Amber Carter at (360) 943-1600.
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