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.
Monday, April 21, 2008
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.
Thursday, February 28, 2008
Who Cares? We All Should!
The Chamber’s Board of Directors was briefed by John Wolfe, Deputy Executive Director, Port of Tacoma about the proposed South Sound Logistics Center at today’s breakfast meeting.
Gleaned from his presentation, we can say the Port is responding to two forces:
- the envisioned future competition from new trade routes being developed from Mexico, widening of the Panama Canal and Canadian ports
- the short-term anticipated doubling to a 4-5 million TEU container volume within 5-6 years, from services such as the NYK relocation
The Port is now in the process of clarifying the regional need for the proposed SSLC as well as looking at alternatives to the Maytown site.
The Port views rail as a key component to support growth. The question before them is how to maintain service. They see a need for additional rail infrastructure. In assessing that need, they are evaluating the criterion for 8,000 feet of flat trackage for train configuration and queuing. Although other rail infrastructure is needed and will be accommodated here, there is no ability to place that footprint in Pierce County.
In looking at other alternatives than the Maytown site, the Port will be broadening its stakeholder outreach, better defining beyond present conceptualization how to develop the logistics center, continuing the exploration of other sites like those proposed by Lewis County and reaching out to community groups to assure their perspectives and concerns are evaluated and considered.
The Port’s target benchmark date to accomplish these tasks is June 1.
Wolfe was asked about perceptions that might exist in Thurston County that the Port is taking advantage of that community. He answered that the Port is partnering with the Port of Olympia. Effectively, our port is asking if that community wants to be involved significantly in global trade. Other actions taken by aspects of the Thurston County community, i.e. restricting warehousing development, makes this an unknown. When that answer is given, then we will know if the Maytown project is a viable option.
Wolfe was also asked if the Port is considering in-land options (100+ miles) like some ports in other parts of the country are developing. He answered that each set of options carries its own unique benefits. Presently, the railroads are saying they need local infrastructure where they can “land” trains.
Tuesday, February 26, 2008
Going With the Flow
Transportation fluidity was the topic of today’s roundtable at the National Defense Transportation Association (NDTA) Puget Sound Chapter meeting.
The overall theme was how will we keep freight moving. These viewpoints dominated the conversation:
- that the driver workforce is becoming the biggest challenge for the trucking industry,
- that technological and operational responses to the challenges of freight movement will also change the local industry, and
- that our regional infrastructure has the potential to meet the needs of the future.
Moderated by Lt. Col. Lydia Reeves, Commander, 833d Transportation Battalion, Surface Deployment and Distribution Command (SDDC), observed in conversation that the commercial and military freight share the same ground. She added that national responses to priority objectives can result in hardships to either of these sectors. And, that it is relevant for the military to be involved in regional transportation issues.
The panelists themselves provided much of the insight into the challenges of moving freight, as they were charged to do. Dennis Hedlund, General Freight Services, representing transportation services, Dan Gatchet, Washington Trucking Assn. representing the trucking firms and Eric Nowak, Performance Team, for warehousing and distribution centers.
Gatchet early on identified the Transportation Worker Identification Credential (TWIC) requirement by the Transportation Security Administration (TSA) as precipitating a crisis in qualified, certified drivers. In the LA area, many drivers are eastern Europeans, using English as a second language. Along with other criteria for the TWIC, as many as 15-20% of all LA's drivers are forecast to fail to qualify. This result will itself put upward pressure on wages as companies strive to attract, qualify and train drivers.
Also, Gatchet spoke to the clean air initiatives being implemented in the LA basin. The recently imposed container tax will drive up costs. The application of the revenues from the container tax back to the industry is being encouraged to mitigate fleet requirements imposed on these independent drivers and rigs. The goal is to have all or newer 2007 engines by 2012.
Together these impacts may have the unintended consequences of shifting freight to the Pacific Northwest. However, the size of the local LA market will command the large volume of containers be delivered there.
Speakers expressed concerns that the PNW can handle any freight shift. In round numbers, the Ports of Seattle and Tacoma throughput 4 million TEUs (twenty-foot equivalent units) each year. Concern was expressed that the physical limits of port gates and operational standards would allow an increase of 1 million TEUs. Those operational standards reflect the hours of operation; warehouses are open 24x7 and ports are daylight operations only, they said.
The forecast was made for operational changes that will have workforce impacts. As companies respond to incentives to move freight during off-peak hours, as is being done in LA now, workers must be found to work those hours and supportive industries must also shift to accommodate the new routine. Already mini-economies are developing in LA as independents will rent their trucks to drivers during their off hours.
When asked what logistics innovations are proving good, speakers replied:
- TWIC cards will prove beneficial in the long run because it will lead to operational efficiencies.
- The usefulness of GPS, to know where loads and equipment are, even down to the location in the yard will become a big improvement.
As for Canadian port competition, speakers believe they are very close to becoming competitive and are now mainly bargaining chips in negotiations involving U.S. ports. However, as the needed infrastructure is built-out and Canadian regulatory initiatives gain more value, they will be competitive.
Finally, for an observation about the PNW surface network, speakers offered:
Eric Nowak: The potential is there. There is a need for industry attention to interface with the community to solve or avoid issues like in LA.
Dennis Hedlund: We need to maximize the physical infrastructure and the technology that is available.
Dan Gatchet: The trucking industry needs to engage with the community and embrace training for its drivers.
For those who wish to learn more about NDTA and its Puget Sound Chapter, contact Susan Pearson
Hummers Beware. Opel rules.
A combination of hot rodding and mechanics tricks led to a record 376.59 mpg – 35 years ago! And accomplished by an Opel of all makes! By an oil company – Shell!
This legendary car, the stuff of urban myths, a 1959 Opel T-1 was rescued from the unappreciated obscurity of the Talladega museum and the uncaring cohorts of Ricky Bobby. The rescuer, Cosmopolitan Motors, has the car up for sale. Maybe another attraction for the LeMay Museum!
This legendary car, the stuff of urban myths, a 1959 Opel T-1 was rescued from the unappreciated obscurity of the Talladega museum and the uncaring cohorts of Ricky Bobby. The rescuer, Cosmopolitan Motors, has the car up for sale. Maybe another attraction for the LeMay Museum!
Monday, February 25, 2008
The Rich Get Richer
Now comes the time when Pierce County reaps its unjust rewards.
The failure of Proposition One last fall can be fairly laid to the feet of King County politicos who either lead or passively allowed action to defeat an opportunity for regionally coordinated road and transit planning and improvements.
Now, that example of regional leadership is being rewarded by the legislative transportation budget. The House transportation budget HB 2878 clearly takes money from Pierce County and gives it to the 520 bridge project. Examples:
The failure of Proposition One last fall can be fairly laid to the feet of King County politicos who either lead or passively allowed action to defeat an opportunity for regionally coordinated road and transit planning and improvements.
Now, that example of regional leadership is being rewarded by the legislative transportation budget. The House transportation budget HB 2878 clearly takes money from Pierce County and gives it to the 520 bridge project. Examples:
- While the Governor's budget proposed $300 million for SR-167, the House budget, HB 2878, cuts that to $114.720 million. Other funds were supposed to come from an anticipated container tax, which thankfully appears to be dead.
- The Port of Tacoma interchange with Interstate 5 has been delayed.
- The SR-704 Cross-Base Highway has been FURTHER delayed.
The regional perspective seems lost on most newspapers. Both the Seattle Times and the Seattle PI focused on the potential for early tolls on the 520 bridge and gave no attention to where the subsidy came from. Only The News Tribune examined the source of the massive flow of funds to the King County project.
As an aside, some $40 million has been earmarked for the Murray Morgan Bridge from the Puyallup's land claims settlement fund. This is understood to be in addition to any monies from the proposed 0.2% increase in the sales tax to be apportioned from the state's share of sales tax monies.
Sunday, February 24, 2008
Sound Transit Survey Link Up Here
Sound Transit is asking all to take the transit system expansion survey.
On Thursday, Sound Transit began asking the public to help shape plans to expand the regional transit system. They did so by launching a Sound Transit Web survey. The survey runs through March 9.
Following the death of Proposition 1 last November, the Sound Transit Board this winter is taking a renewed look at regional transit system expansion with the potential of going out for another vote this fall. In the survey, they’re asking such things as what are people’s highest priorities, when a package should come back to voters and how ambitious the transit package should be.
Postcards that are arriving in mailboxes this week are also inviting ideas and urging people to take the survey.
The results of the survey will be presented to the Sound Transit Board in mid-March. Residents who prefer to take the survey in a written form rather than online can call 1-866-511-1398 to receive a copy by mail.
On Thursday, Sound Transit began asking the public to help shape plans to expand the regional transit system. They did so by launching a Sound Transit Web survey. The survey runs through March 9.
Following the death of Proposition 1 last November, the Sound Transit Board this winter is taking a renewed look at regional transit system expansion with the potential of going out for another vote this fall. In the survey, they’re asking such things as what are people’s highest priorities, when a package should come back to voters and how ambitious the transit package should be.
Postcards that are arriving in mailboxes this week are also inviting ideas and urging people to take the survey.
The results of the survey will be presented to the Sound Transit Board in mid-March. Residents who prefer to take the survey in a written form rather than online can call 1-866-511-1398 to receive a copy by mail.
Tuesday, February 19, 2008
SSLC 2nd Meeting Siting Incites
The Port of Tacoma and Port of Olympia have scheduled a second Joint Commission Study Session regarding the feasibility of siting an integrated rail logistics center in the South Sound region (South Sound Logistics Center). A previous Study Session was held Jan. 31.
The upcoming meeting will be held Wednesday, Feb. 20, from 6-9 pm, at the St. Martin's University, Worthington Center, 5300 Pacific Ave. SE, in Lacey.
At the meeting, the Ports will briefly summarize why a South Sound Logistics Center is being considered, outline future planning steps and address key questions raised by participants at and subsequent to the first Joint Port Commission Study Session. The remainder of the meeting will be dedicated to hearing additional public questions and comments.
The Port Commissions will not make any decisions or take other action at the Feb. 20 session. The primary focus of the meeting is to take public comment and identify any additional questions related to findings from preliminary concept studies, including a market analysis, integrated logistics center research study and an alternative sites analysis. Questions received at or subsequent to the Jan. 31 session will be addressed in a Frequently Asked Questions (FAQ) document to be posted on-line at http://www.sslcports.com/ prior to the Feb. 20 session, and provided in hard copy at the meeting.
This public process is part of the Port of Tacoma's research into the concept of a South Sound Logistics Center to determine what it might include, how it would function, what benefits or impacts it might generate, and where it could be sited. The Port of Olympia joined the Port of Tacoma in this research effort through an Interlocal Agreement. The agreement, valid through June 2008, provides a means for the two Ports to work collaboratively during the exploratory stage of the project.
Additional information about the SSLC process may be found at the project website, or by contacting one of the Ports directly.
The upcoming meeting will be held Wednesday, Feb. 20, from 6-9 pm, at the St. Martin's University, Worthington Center, 5300 Pacific Ave. SE, in Lacey.
At the meeting, the Ports will briefly summarize why a South Sound Logistics Center is being considered, outline future planning steps and address key questions raised by participants at and subsequent to the first Joint Port Commission Study Session. The remainder of the meeting will be dedicated to hearing additional public questions and comments.
The Port Commissions will not make any decisions or take other action at the Feb. 20 session. The primary focus of the meeting is to take public comment and identify any additional questions related to findings from preliminary concept studies, including a market analysis, integrated logistics center research study and an alternative sites analysis. Questions received at or subsequent to the Jan. 31 session will be addressed in a Frequently Asked Questions (FAQ) document to be posted on-line at http://www.sslcports.com/ prior to the Feb. 20 session, and provided in hard copy at the meeting.
This public process is part of the Port of Tacoma's research into the concept of a South Sound Logistics Center to determine what it might include, how it would function, what benefits or impacts it might generate, and where it could be sited. The Port of Olympia joined the Port of Tacoma in this research effort through an Interlocal Agreement. The agreement, valid through June 2008, provides a means for the two Ports to work collaboratively during the exploratory stage of the project.
Additional information about the SSLC process may be found at the project website, or by contacting one of the Ports directly.
FOR FURTHER INFORMATION, CONTACT:
- Patti Grant (360) 528-8012 Port of Olympia
- Tara (Hazarian) Mattina (253) 428-8674 Port of Tacoma
Friday, February 15, 2008
Innovation in Bridge Financing
The Chamber has reviewed the legislative digest of HB 3158, which provides funding for replacing a bridge so narrowly defined that it can only be the Murray Morgan Bridge (formerly City Waterway Bridge or 11th Street Bridge).
It appears to us that the proposed legislation takes the additional allocation of .2% sales tax allowed to be authorized by the City of Tacoma as a credit against the state's portion of the sales tax already existing.
Your thoughts on this interpretation are most welcome.
It appears to us that the proposed legislation takes the additional allocation of .2% sales tax allowed to be authorized by the City of Tacoma as a credit against the state's portion of the sales tax already existing.
Your thoughts on this interpretation are most welcome.
Wednesday, February 06, 2008
HB 3158: A Bridge to Bridge Funding?
Jason Hagey reports today in The News Tribune that Washington State legislators are considering a bill that would allow the City of Tacoma to tap sales tax revenue for fixing the Murray Morgan Bridge.Introduced this Session by Representative Dennis Flannigan, HB 3158 would allow Tacoma to create a transportation improvement district and impose an additional 0.2 percent sales tax for maintenance and operation, generating $54 million in new funds of the bridge. This new revenue, along with the $26 million set aside for demolition, would bring the total funding available to $80 million--enough to bridge the current funding gap forestalling full rehabilitation of the 94-year-old structure.
The Washington State Department of Transportation closed the bridge, which connects downtown with the Port of Tacoma across the Thea Foss Waterway, last fall after an inspection found it unsafe for traffic.
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