Title:اقتصاد در حرکت آنچه برنامه ریزان و مقامات محلی باید در مورد مکان یابی بار بدانند

۲۰۱۱-۱۱-۱۸ ارائه دهندگان: کریس استیل، دن هاج، روث فیتزجرالد و جیل بارت این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. از بسیاری جهات، حمل و نقل بار را می توان رگ حیاتی اقتصاد ما در نظر گرفت. اما تعداد کمی از آژانس‌های دولتی پیشینه یا تجربه لازم را برای ارزیابی همه راه‌هایی که تسهیلات حمل‌ونقل می‌توانند بر یک جامعه یا منطقه تأثیر بگذارند، دارند. این تأثیرات می تواند مثبت (مانند مشاغل، درآمد مالیاتی، افزایش صادرات و تحویل کارآمدتر کالا) یا منفی (ازدحام، ایمنی، مخالفت جامعه و آلودگی) باشد. به عنوان یک مقام دولتی – برنامه ریز، توسعه دهنده اقتصادی یا یک مقام منتخب – آیا می دانید که جامعه یا منطقه شما توسط شرکت هایی که به ارسال کارآمد و مقرون به صرفه کالا وابسته هستند، چگونه ارزیابی می شود؟ آیا می دانید جغرافیای جابجایی بار چه تاثیری بر مکان تاسیسات می گذارد؟ آیا منطقه شما زیرساخت های مورد نیاز یک شرکت (جاده، راه آهن، نیروی کار، تاسیسات و غیره) را دارد یا می تواند داشته باشد؟ و فقط تسهیلات حمل و نقل چیست؟ این وبینار بینشی در مورد تصمیمات مکان یابی تسهیلات حمل و نقل ارائه می دهد و بهترین شیوه ها را برای حمل و نقل، استفاده از زمین، توسعه اقتصادی و مشارکت های منطقه ای برای سازمان های بخش عمومی و مقامات دخیل در توسعه تسهیلات حمل و نقل و تصمیمات مکان یابی پیشنهاد می کند. درک کاملتر از پویایی جابجایی بار به جوامع کمک می کند تا با موفقیت برنامه ریزی، جذب، مکان یابی و مشارکت با فعالیت های مرتبط با حمل و نقل در حوزه قضایی خود را انجام دهند. مهمتر از همه، این وبینار به اهمیت مشارکت در زمینه سازی و همکاری برای موفقیت توسعه تسهیلات حمل و نقل خواهد پرداخت.

قسمتي از متن فيلم: Public officials don’t do not have an adequate understanding of the drivers of of business and freight movement private respondents would prefer not to work with communities who do not plan adequately for their transportation infrastructure or do not have policies that adequately accommodate freight facilities they would like guidance from communities in terms of

Incentives but also in terms of having implementation tools in place to allow planning to occur uh interesting and and no surprise that 69 of public respondents have encountered compatibility issues in the sighting of freight and logistics facilities so again that was a result from our ncfrp project which chris is going to uh

Tell more about thank you very much ruth uh good afternoon everybody i’m chris steele i as mentioned before i head up a location strategy and site selection firm uh which means that most of the time i’m actually working with the private sector to help them address some of these

Issues with regards to where to addre where to locate that next warehouse or plant what we had been called in to do on this project was to give a little bit of an understanding to the public sector about how some of those decisions are made and how that might impact some public policy

You might ask yourself as to why that might be required well as as ruth mentioned before sometimes freight gets short shrift and the discussion on transportation policy discussions however public officials are often called in to consider the sighting of freight terminals of various different kinds in the first instance companies might

Come to them directly with with a discussion saying we want to locate a new warehouse or new distribution center of some kind and they need to be able to respond appropriately and likewise especially with everything that’s been happening with fuel costs and as ruth pointed out a little bit of

This buzzword of logistics going around the marketplace there are certainly economic development officials and planners and city officials that are thinking that perhaps logistics could play a big part in economic development strategies for their communities and in order to effectively respond to either concepts they need to be able to understand what

Freight facilities are in their various and sundry shapes and functions and they also need to understand how those facilities function within the overall network and how those decisions are made in order to address this the transportation research board which is an arm of the national academies of

Science issued an rfp under the national cooperative freight research program to try to collect information on how private companies make location decisions how their consultants work with them and then of course once that information is was collected to turn this into a guidebook that can inform the public

Sector about the complexity of the freight network help the public sector understand the kinds of considerations that private sector companies consider when they’re making those facilities and then give additional guidance such that the public officials could better coordinate efforts bring benefit to the community avoid negative impacts

And to serve private sector needs in a way that was going to be overall been overall beneficial to both sides of the equation several issues challenges and opportunities to consider when we start thinking about freight facilities certainly from the opportunity side we are talking about economic development

And not just through the jobs that are created through the freight facilities themselves but also understanding the freight facilities may also be parts of other other operations such as in retail or manufacturing or enable those to take place to consider the economic development impacts there to understand freight facilities role in intermodal connectivity

And how to therefore maybe get trucks for example off of roadways but still maintain the proper flow of freight through the community to understand land use conflicts and pressures with competing uses and sizes of facilities as freight facilities often have land requirements that are similar to those of other things that

Are necessary in the marketplace to allow for coordination amongst economic development and planning agencies at local regional and state levels not to mention elected officials and then of course also to reinforce the concept that the private sector itself typically will drive site selection and the participation and preparation

For that participation is a requirement for success so to begin the conversation it’s probably worthwhile to review what we’re talking about when we talk about a freight facility and i’m certain that many of the terms that you see on this page are going to be familiar however remember also that some of these

Terms are sometimes used interchangeably but within the industry itself each of these terms has a very specific meaning and fits a very specific role within the overall transportation and logistics network so let’s start with a common one the distribution center first of all a distribution center or sometimes

Referred to within the trade as a dc can take several forms but the core reason the core reason for being for a distribution center is to store and then facilitate the movement of goods it is a term that can be used in a couple of other contexts but having that functional requirement

Is the core next of course is a port this can be a c or an error and really the concept here is a transition point between one form of travel and another typically ground and either air or water these are of course critical with regards to domestic shipping as well as

For the exporting of goods and provides an interface between those different modes another term that has been used quite a bit and is something that economic development issue that economic development agencies are often seeking these days is an intermodal terminal and if you remember seeing those 53 or

۴۰ foot trailers or containers on the on the roadway or on the back of trains this is all about the movement of those containers an intermodal terminal allows for the movement of trailers and those containers between modes whether it be on a boat a rail or a truck

So that’s about containers what about all the other kinds of materials that are moved and not necessarily within a container well those typically will move through a bulk or a transload terminal this allows for the receiving and distribution of lumber grain concrete petroleum aggregates and other bulk products

So now that we’ve moved things throughout the country let’s start thinking about what happens when we move it into a region or within the city well once we get into a region a hub terminal would be something that’s actually operated by a carrier whether it’s a a logistics company such as a trucking

Company or a retailer that would allow for the resorting and reconsolidation of freed as it goes between different cities within a region and within a city itself we have a city terminal which would focus on the intra-modal in other words truck truck sorting and consolidation as well as the

Management of all the pickup and delivery services to customers or to the final point of destination one more term of art that’s been out there in the marketplace that we wanted to make sure that we talked about of course is an integrated logistics center an integrated logistics center is a

Relatively new term that is an industrial park that’s specifically built around a major a major point of logistics intersection it allows for the leverage of a major intermodal concept and moves a variety of other freight related services possibly including manufacturing assembly processing and along that think of it almost as smart

Growth for freight and as a matter of fact there is a term of art that’s used primarily in the north called freight village that tries to underline exactly this concept now the next question would be how are these locations typically chosen what is the site selection process through which these are made

Well the first thing to of course remember and this is something that we will continue to underline throughout the presentation is the freight facility site selection is really very much a private sector decision process the locations themselves are fulfilling a a role in a network that’s further fulfilling the business process

The network is optimized so that it fulfills business drivers across a market franchise and any specific location process any sort of location within that is an expression of that overall network strategy the number of sites the size of those sites and the roles they need to

Play is all in service of that overall business process the process that companies and and site selection consultants go through to try and select a location looks very similar to what you see on the screen here it starts by planning and strategy a either the company or or its consultants

Trying to identify exactly the problem that needs to be solved and the parameters within it much be within which it must be solved next is a set of network modeling where the the company tries to figure out how many points on the map do we require to fulfill this concept

And then location screening where on top of transportation a variety of other factors such as workforce such as the cost of operations are all filtered into a model and various weightings and rankings are applied to them to identify those communities that start to fulfill those obligations best

From there it’s a matter of going out into the field and determining whether the data that was seen on the screen matches the situation on the ground and start to identify actual sites where this can be implemented as well as determining the overall cost to implement the strategy going forward

From there we move towards final negotiations and then actual optimization or actual operations one of the points that we wanted to make on this screen and a theme that we heard throughout is those first three stages the planning and strategy network modeling and location screening are very much done within the company

And with the the consultants as a result the public sector the communities that might be under consideration for this project are not even aware that there is a project on that is being contemplated much less that they are a possible candidate for it all of which tends to underline the the

Thought that it would be helpful for uh for communities to understand where they might fit within the overall transportation network and to prepare themselves for for on the one hand the calls that might be coming in and the other the kinds of roles that they might want to play within the

Logistics network and to try and position themselves thusly now as i mentioned before particularly during the screening process companies consider a variety of different drivers when they are making location decisions in going through our process we interviewed dozens of companies to determine exactly the kinds of things that they are looking at

And of course the answer is is that no one factor trumps any others there’s always a a combination of factors that that place into the discussion uh however the things that you see towards the top of the page here tend to be most important when considering where a

Freight facility is to be located certainly access to key markets and customers as well as the interaction with the transportation network not so much not not just as much as having a highway nearby but how one interacts with that highway not just having a rail line coming through but can one access

That rail line just as importantly the labor and workforce the talents that are available within the community as well as the overall cost to operate within that community play quite a bit of importance now i mentioned at the beginning of this section that there are various and sundry different types of freight

Facilities that one can consider this is a page directly from the guide that starts to identify the different levels of importance for some of those factors for the different types of facilities so if you notice and you should see a red box coming up on that the seven

Different types of facilities that we had outlined up at the top that amongst those top four criteria there is a slightly different profile of location drivers that will start to determine where that facility is likely to want to go on any particular network and another point to keep in mind is of

Course if we think about logistics as as one company has put it the world in motion or the economy in motion logistics itself is certainly a shifting and dynamic field there are several factors that are currently in play that are making a lot of companies rethink their facility

Strategies how many sites they have what size they are and what roles they need to fulfill this includes a variety of different things including global factors such as trade patterns where we source our goods from and where those are then consumed the price of oil as compared to

Everything else in the economy if you can see the graph just to the right of that this shows the the price of oil per barrel gas per gallon in diesel per gallon compared to the consumer price index over the past 14 years and you can notice how fuel has

Considerably decoupled itself from just about everything else in the economy and this has meant that facility strategies that made sense 15 years ago were no longer making sense and as a result companies are rethinking where they put things then of course we have a variety of different things that are happening with

Regards to the global infrastructure for freight and logistics as a whole uh most notably of course of these are issues such as some of the improvements that are happening with the north the the crescent corridor uh and various other rail cars happening across the united states and then

Globally we have the adding of the third wider channel to the panama canal in theory this should mean that more and larger ships are instead of parking on the west coast and shipping containerized goods through the united states from there that some larger proportion of these could be coming directly either to the

Gulf ports to the east coast on top of this of course we have other more global concerns that are happening at the companies themselves what is the role of just-in-time delivery as it comes to either manufacturing or assembly or indeed the the consumer’s desires how does sustainability fit into into

All of this with regards to both the the local versus distant sourcing of goods and what does our overall carbon footprint look like when we start to move any particular good from its point of production through to its point of consumption all of these are impacting how companies

Look at these particular issues now this is how the private side is considering all of these different issues the question of how the public responds when these particular projects come to the table is what ruth will be talking about now okay thanks chris uh well as chris has

Mentioned the early steps in figuring out where a freight facility needs to be located in turn for business reasons uh happens in the private sector but this doesn’t mean that the public sector is going to be sitting around waiting for the phone to ring if you move on to the next slide we’ll

See that being a planner it always uh kind of begins with vision and goals to me and our goals whether for regions or for communities generally have to do with sustainability with economic vitality and with quality of life and there are those goals boil down into strategies to accomplish those goals

The if you think in terms of the development of freight facility uh the the types of benefits that we would be looking for locally or regionally would have to do with revenues and with the creation of employment opportunities with the jobs either as chris mentioned earlier either directly

Or indirectly through the location of freight facilities we would also be looking as planners to put things in place that would allow us to avoid minimize or at least mitigate any impact that might be associated such as transportation impacts on the transportation system environmental impacts costs certainly and controversy we’re we’re not naive

Enough to think that we can make controversy not happen because people will always have honest differences of opinion but there are ways in which the level of controversy can be reduced and managed so some of our recommendations if you will for the public sector would be first of

All to learn more about logistics and learn more about what goes into the decision-making of the private sector this is in fact what the guidebook that we prepared for ncfrp is all about it is a guide for public officials on freight facility location selection and we believe that a better understanding of

Those drivers will enable planners to be more effective and understand yield a better understanding also of community outcomes both positive outcomes and the negative outcomes and that will lead to better quality decisions so the questions that planners and local officials and regional officials will want to be

Asking is where does my community lie in the freight network which types and facilities and which functions best match the location of my community what do we have that gives us a competitive edge and of course what are the benefits and costs and how do we maximize the benefits and minimize the costs

Another thing that we believe is important for the planning process and the public process is to communicate communicate communicate and this needs to begin before uh before that phone call about a possible relocation of a facility to your community we believe there needs to be a lot of

Regional and local dialogue on the role of freight as we said earlier freight tends to be a little bit of an invisible behind-the-scenes thing even for transportation planners in some areas and uh and this needs to be brought into the open in in dialogue this photograph actually is uh exactly that

Uh for the vermont agency of transportation we were asked to carry out a number of focus groups of regional planners local planners economic development specialists and the business community and they were exceptionally effective in helping people understand each other’s issues and we highly recommend this type of a dialogue

This will help to educate and engage the residents and the business community on on the costs the benefits and the goals for freight facility development so in terms of freight facility development in your region or or your community we again getting back to the the vision thing

We feel it’s important to ensure that there be a strongly held and a strongly understood vision for local and regional development and strategies to convert that vision into reality this is uh of course at the basis of good planning for just about anything but in terms of freight facility uh planning it allows

The coordination of economic development land use and transportation planning and the preparation in terms of identifying of sites and areas for freight facility development and building into the planning process and the implementation process for plans the tools for allowing implementation in concert with the plan such as effective zoning possible incentives and regulatory

Processes and streamlining a permitting process one of the things that says at the bottom of this slide if you build it and they will come is not an effective strategy there have been situations where communities are so anxious to have the economic development of a freight facility that they have

Built facilities such as uh intermodal facility in a location that is not appropriate for the private sector so really wanting something badly is not doesn’t mean that you will get it in terms of private sector location and if you go ahead and and build a facility it does not mean it will be

Used however it is exceptionally important that the planning process consider the types of things that need to be done to prepare for the eventuality of development at this point dan is going to take all of this and relate it to some real life case studies that we looked at and uh

Talk about some of the best practices and lessons learned from those case studies dan great thank you ruth and chris uh yes the presentation i’m going to give is going to be focused on taking the the freight facility categories that chris described and the work that we did to identify uh

Uh actual uh freight facilities that that fit within each of those categories so if we go to the the next slide we’ve got a list that shows um the different uh freight facilities that that we uh profiled and um uh i guess a couple points about uh the case studies uh that

You see here in the the specific facilities one is that we tried to get some geographic coverage and representation across the country issues and opportunities for major freight facilities do vary depending on where you are in the u.s both in terms of of of how you fit into the the freight

And trade network as well as um issues and pressures say with regard to you know available land for for major freight facilities the second thing is while there’s a lot of studies out there on planned uh intermodal terminals in particular we really wanted to make sure that all

Of our case studies were done for actual under operation facilities so that we could better understand the full decision-making process that went into that site location so in terms just quickly of the the list that we have here um you know we have the virginia inland port in

Uh in virginia um stretching down to uh you know up to maine down to florida over to texas uh for different facilities they they range in in size from the smaller size of of individual warehouses um i mean 250 to 300 000 square feet is still substantial but you know when you’re

Talking about intermodal terminals and inland ports and and major bulk facilities you can easily get up up to 150 plus acres for that site and then we have uh alliance texas which is uh probably the largest uh freight logistics uh facility in in the country uh really started um actually on with a

Major air cargo uh operation as at the heart of it and then has kind of added and accumulated various rail and highway infrastructure and now spans or covers over 11 000 acres on the on the next slide we try to as we’ve been discussing in the presentation we tried to actually quantify

Uh the direct and and indirect uh economic and transportation effects of the different facilities and and as you can see um you know they they do range they do vary so you know there’s some different i think lessons learned through this you know one is that like at the inland

Port facility in virginia the the direct jobs and activity you know handling the freight is is relatively minor uh estimated at only about 17 jobs but that facility really acted as a catalyst for greater economic development in terms of lots of various distribution center warehouse and other facilities locating near to it

You know an individual warehouse could be uh as as uh you know small as 10 20 30 uh employees and and on the you know while a larger distribution center like the one in florida that we profiled with over 500 jobs and then the in logistics center at alliance texas

When you add it all up is is about 28 000 direct jobs and and the total you know multiplier effect that that adds in about 60 over 60 000 jobs um we’re now going to go into uh four uh or more detail on four of those uh

Freight facilities and and try to uh provide at least a little bit more context in terms of the story of how they came to be and and what some of the key factors were for citing those facilities uh the first one here is the rickenbacker uh norfolk southern intermodal terminal

In the columbus ohio area um and the story here uh is really that that they had an existing facility but they were constrained on space and based on wanting to be along the heartland corridor route which connects from the east coast ports into the heartland and chicago is that they really needed space

To grow and accommodate future growth and so they needed a larger facility by going into the rickenbacker air industrial park in essence they there were other multi-modal freight facilities that they could tap into because this was an existing industrial park area there were you know relatively modest environmental concerns

And and fairly high level of community support you know because this type of use was already targeted and and you know they had a long term effort in columbus to to develop their own kind of freight logistics industry so in a lot of ways this facility fit in with a longer term

Economic development strategy for this facility about 150 jobs at the intermodal terminal expected to be a catalyst to have two additional jobs in the freight industrial park and then the other key factor uh on the transportation system is that while there’s often you know there are often can be some um uh

Conflicts or or objections in terms of local freight traffic to and from a facility uh because of of intermodal facilities that that bring goods closer to the market by rail you can actually reduce long-haul trucking in the country by bringing the goods in many cases in this case

Consumer goods closer to the ultimate market going on to the next example murphy warehouses in the minneapolis-st paul minnesota area they have multiple different warehouse sites that they that they operate as shown in the map the ones in green tend to be some of the newer more recent warehouses and you can see

That they’re all located along uh rail corridors and so one of their site selection criteria that’s actually changed over time is the importance of having on-site rail access they also you know are looking for at least 150 000 square foot buildings storm water handling capabilities reasonable real estate taxes uh

Factors such as that you know each warehouse has approximately 20 jobs on site and they have about 184 in the in the metro area and and similarly especially for the warehouses that are uh helping with on-site uh rail uh you know they can act to um you know be helping to facilitate more

Goods movement by rail and less by truck the the third example that i was going to profile is the virginia inland port in front royal virginia uh there there’s a number i guess i’ll pause for a second and say that i’m aware of a number of different inland port

Uh projects that are being proposed uh in different parts of the country and i think one of the key lessons learned and it might it’s it may not be a groundbreaking um revelation but it but it it doesn’t diminish its importances is the importance of partnerships to

Make this kind of facility happen while there was a significant public sector leadership to make this inland port happen they had very strong and partnerships with the railroad norfolk southern in the virginia port authority uh such that you know they really developed a business model where we’re goods that are

Being handled at the at the hampton roads port they use shuttle trains to go back and forth to the virginia inland port and it’s they also have foreign trade zone status so that they can do various kinds of customs handling so that once it goes from the inland port to the seaport

It’s ready to go on a ship another interesting aspect of this port is that they have a roughly equal split of imports and exports so you know the imports come in through the seaport then by rail to the inland port uh and then are distributed by truck primarily

To like appalachia and other parts of the region on the export side there’s a lot of different manufacturers timber companies and and other kinds of firms in the in appalachia that that will send their goods to the inland port that then go by train back to the port

For a shipment to europe asia and around the world as i mentioned before uh you know that the direct jobs at the inland port is relatively modest but about estimate estimated that 39 different businesses freight related businesses have been attracted over time totaling about 8 000 jobs and this type of rail use

Helps to reduce truck vmt or vehicle miles of travel as well as uh co2 greenhouse gas emissions which i know is front of mind for a lot of people these days the um the last case study that i’m going to talk about in in detail is the uh

Project in uh mariana uh florida it’s a family dollar distribution center uh that was developed within the past uh five to ten years um in essence family doc family dollar was was doing you know a regional search to locate a distribution center where they could uh with the goal of reaching a big

Set of their retail stores within a half day truck trip where they could send their trucks out to make deliveries to the retail stores and and come back within that same day and have a big you know coverage area and hit many of the the major markets um in cities in

Florida for example but also be locating in a in a more rural less costly uh area some of the key site criteria factors for this one was that they had direct access to uh interstate 10 and they and they actually worked with the state and the local officials on on having a

Direct uh exit or ramp from the interstate to their facility so that they don’t have any uh local traffic conflicts um this site is within and in industrial park that is is now now has two other major tenants um and and this distribution center is on a 75 acre site um

We haven’t talked uh too much or or i haven’t talked anyways too much about incentives but there there was a package uh that the you know local regional and state economic development officials put together and there was competition uh for this uh site um you know within with

Other states and and you know florida worked hard to make this project happen uh where it did um and then the last point is that especially because it is in a more rural area and they were you know looking to have over 500 jobs at the facility

They needed to make sure that the local area could provide the the type of both the quantity and the quality or the skills uh for the workforce to fill the 515 jobs that are at the at the facility so that was an important element where the the you know the local and regional

Workforce and economic development officials got involved they have about 90 trucks in and out per day it was a 55 million upfront private investment on the site and uh and that has helped to directly attract two other major businesses to the industrial park uh i guess i’m now turning it back over

To ruth i believe for some closing thoughts right thanks dan uh well this is this webinar has been a bit of an overview of the sighting and the factors behind the sighting of freight facilities and the three of us had put our heads together and tried to decide what were

Some closing thoughts that we would like to leave you with what would we like you to take away from this webinar and here they are first of all the understanding that a fraids and logistics really drive our economy secondly that very largely the private sector is private sector decision making that

Drives the siting of freight facilities but a better understanding of the private sector by the public sector helps lay the groundwork for regional or local planning actions that can make a big difference locally in terms of reaping benefits jobs and tax revenues avoiding or mitigating impacts and managing the controversy land use controversies

We very strongly believe that effective strategies to make this happen need to be proactive they need to start long before uh there’s a facility to actually be decided uh about now they need to be proactive and even more stronger believe that they need to be collaborative uh laying the groundwork um for the

Development by the sorry laying the groundwork by the development of a local vision uh plan uh strategies and regulatory tools um will will be greatly beneficial locally and um what helps is first of all a clearly defined uh economic development strategy that’s collaboratively developed developed and understood by all

Consistent and clear zoning regulate regulations that support the plan that that has been developed locally and clear permitting requirements so that the private sector knows that the ground rules coming in and consideration of incentives beforehand again long before there’s an actual project to consider the final thing that we want to leave

You with although we have stress that even those of us who are transportation planners probably know more about the movement of people than we do about the movement of goods there is a great deal of information out there you know we have prepared the guide for local officials on freight facility siting

But there is a great deal of other material available and you really need to go no further than google to to learn more there are many resources available from trb ncfrp which is a part of prv from the federal highway administration from apa and from many other sources

With that that is the end of our presentation and we will turn things over to lana mccaffrey to field your questions thank you very much again for attending thanks ruth chris and dan um the first question we have is from allison mcgrath i’m working on an inland

Port facility i have been looking for best management practices for site design that contemplate the unique nature of such sites and haven’t been too successful in that search any suggestions hi this is chris steele just joining in uh just jumping in on that thank you first of all allison for the question uh

Amongst the points that i would put forth with regards to best practices there are there is not necessarily a guide that i’m aware of that has best practices out there but i think that you will find that several of the developments that have been out there

Are very very open and willing to talk about the lessons that they learned along the way and that would extend uh you know certainly from the policy side and the things that we had asked them about but also with regards to lessons that they learned with regards to what works from

The design side um dan do you have anything that you want to add on that well i think it’s a good uh question i i also have to confess that i’m not aware of a guide that’s more specific on the design side it may exist i i i’m an economist uh not

An engineer but i work with a lot of engineers and i i know for example we’re working um with the private developer on an inland port and we’ve been going through the you know the construction plans and the different uh kind of you know design and the equipment elements uh including

You know getting into you know the layout of rail tracks the you know the the capacity and thickness of the asphalt and pavement to handle the uh you know the heavy volume of goods and um you know there it’s definitely a specialty industry there there are some

People that i know who who are more experts in this but like i said i’m not as aware of of a guy others others may be i think allison was elaborating on her question as she writes she’s specifically looking for zoning regulation template so you know she may be thinking of

Coordination of land uses rather than the engineering component of it not a guide per se but one thing that i would recommend is if you’ll notice that there is a website at the at the bottom of the page there freightlocation.org and that has some of the resources that

We identified during the course of our project i would actually like to point out another of our partners from the project which is resource systems group based up in vermont uh peter plummer in particular who was part of the team from up there may very well have the knowledge as to where you

Can find those templates and his contact information or at least the firm’s contact information is available through that site and if you can’t find it through that please you know let me know again this is chris steele and i can put you in touch with them okay thanks

Next question um the dallas fort worth area has a second inland port which is just starting up but has been slowed for political and economic reasons if you are familiar with the project can you comment on whether the freight network in quotes needs this increased capacity for intermodal traffic i’m waiting for dad

I’m honestly not familiar with that project i’ve heard whispers of the project um however the the development that we’ve seen at alliance uh and certainly the success that they’ve had would tend to suggest that there could be additional call i am not familiar i have not done a micro or regional level

Analysis to take a look at freight trends through the area speaking as a site selector i can tell you that there is a tremendous amount of interest in the dallas-fort worth area it is very strong with regards to its transportation logistics as well as the both the consumer markets

As well as the points of entry and for export that one can reach through that area so it would not surprise me if the data were to show that there would be a good business case for it okay sounds like a good answer move on to the next one what can

Communities do to improve the skills of the labor force in freight handling and moving where are workers getting their training i’d be happy to take that one it’s chris steele again um with regards to the skills that are required uh i think it’s very useful once again to uh to understand that that

Freight free facilities are not a monolithic construct and that a variety of different things are happening throughout the facility so yes we do have people like portland forklift operators and and materials movement coordinators and things of that nature but just as easily the facility that we’re talking about might include things like machinists

Might include technicians of a variety of different measures might even include people that are performing customization of a product as it moves from its point of origin to where it goes food manufacturing and production in particular has has a lot of different specialized things that happen along the lines in a facility that

Uh might very easily be categorized as a freight facility uh so on the one hand it’s hard to really kind of nail that that answer down however but more broadly i think that having programs particularly in the votech problem programs and in the community college programs that are very very well tied

Uh into the business community so that there is an ongoing dialogue as to the levels of skills that are required now uh that are able to adapt uh previous skills into uh into new uses uh are really the the nexus of where the conversation can happen between where

The jobs are going to be and where the people can actually create more sustainable careers going forward thanks the next question are there good cases of freight facilities being integrated with surrounding land uses in urban areas historically there are and in particular yeah we don’t necessarily think of them as such but

Certainly some of the uh frankly some of our developments from 150 years ago to 100 years ago that were built around rail lines and built around ports pretty much had this concept in mind uh and unfortunately did not keep up to date uh with uh with the various and

Sundry trends in in business and what our communities wanted uh what our residents wanted and in the changing infrastructure of the times it’s a it’s a problem that frankly we’re still struggling with now um in terms of things that are working well in urban areas now i don’t necessarily want to

Point at rickenbacker as being an urban area but certainly as being on the outskirts of columbus it has it is one that has recognized the urban fabric that it is being placed in now uh another thing that i would point to which is again not exactly an urban uh

Development but one that keeps urban issues in mind and moreover is actually working to work with existing infrastructure that has been around for a while is a facility that centerpoint has put together on the outskirts of of chicago and joliet the the julia terminal out there is dealing with an older government

Facility and turning it into a very very useful and multifunctional uh intermodal and uh well a freight village integrated logistics center chris the other one that might be worth mentioning is the kansas city smart port initiative which you know it’s a regional initiative uh you know but it’s but

We we are seeing some different uh metro areas urban traditionally urban areas kansas city is an existing one detroit is trying to um the detroit area is trying to bring you know freight logistics uh in as a industry cluster but it’s a you know it’s it’s bringing freight logistics facilities directly

Into the the economic development strategy for the area you know the challenge of course and one of the reasons why we see you know more inland port proposals out there is because there tends to be less space in the core urban areas though there are some seaports that are being are that are

Able to expand um just quickly when we did the massachusetts freight plan and and we did a a preliminary look at large uh sites in massachusetts virtually all of them were outside of the 495 beltway so meaning you know 30 to 40 miles outside of boston um we’re we don’t have any more

Questions but i think that that discussion is an interesting one of what what kinds of sites lend themselves to adaptive reuse or redevelopment for these so i don’t know if you want to expand on that anymore but i mean i think the examples are very interesting that combined with

It seems as though in the public sector you’re flying blind because you don’t know what target you’re trying to hit because you’re waiting for the private sector to to tell you that they’ve selected you so i don’t know in those two respects if you want to elaborate a little bit more

Well if i may actually jump in on that and and hit on one of the examples that dan brought up a moment ago the the kansas city smart ports example is a fascinating one and in my mind a very proactive example of what a community can do to get ahead of the

Curve on this the the kansas city area development council probably about 10 years ago had done a self-assessment exercise whereby they examined the kinds of industries uses and economic activities that were particularly well suited to their region and they came up with roughly about a half dozen of them and logistics of

Course was one of them and if you look at a map and you understand the kinds of transportation networks that move through that area of the country you’re not surprised they are they’re very very strong for well for uh for river movement but particularly for railroads and for and

For highway and for air uh and what they did was they created a brand new organization the the kansas city smart ports organization that would do a variety of things it would integrate the the efforts of the various logistics facilities uh major logistics facilities that were located with uh throughout the kansas

City area which is a bi-state uh i want to say it’s on the order of 11 counties dozens of municipalities being able to coordinate all of the the economic development land use and coordination activities of all those communities understand a lot more as to what was

Going to be happening within the uh the marketplace on logistics understand what the capabilities were of both the existing facilities that were in place as well as the different municipalities that might be if you would in the middle of the bullseye for logistics use going forward and to then present out to the

Marketplace the the private sector their vision for for how their market pressures could be translated into uh a solution in the kansas city area that would benefit from both sides manea this is rude i just wanted to add a a tiny clarification here in the difference between perhaps location selection and site selection

We talked about the private sector really driving the the factors uh related to location site and we probably said site selection but in where a facility needs to be you know uh the private sector may say we really must have a facility in the nashville area or we really need a facility

On the south side of chicago but that’s a little bit different from site selection which is exactly where on the south side of chicago does that site next need to be or exactly where the nashville area does that site need to be and the community that can best fulfill

The site selection criteria within the con the concept of the location selection will have the advantage thanks chris for that clarification um a couple people have written in uh one is a comment the first caller may want to look at and i believe that was allison

They want to look at the city of joliet zoning code that was amended for the center point project so thanks kristen for sending that in um uh there’s a comment here also for allison uh there are several sites vying for the inland port in southern florida however

There is a great pushback from the rural residents that this will damage their quality of life while they want economic development they don’t want it in their backyard the issue becomes very political um thanks margaret for sharing that observation sherry reckow says she inadvertently hits in but it looks like a question to

Me so we’ll just float it out there the economy and other forces drive the consolidation of georgia airport airports excuse me what advice do you have for community leaders particularly those that sponsor municipal airports particularly cities that own municipal municipal airports where aviation is struggling so yeah just specific to airports what’s

Happening there especially with municipal airports i can tell you that it’s not just the municipal airports it’s even the regional airports are are have been very much struggling uh both in terms of what happened with uh with fuel costs as well as what’s happened to the uh the airline industry

Overall for the for the past um excuse me at least the past ten to a dozen years there’s been a lot of consolidation uh at you know certainly as we have all seen with regards to where one can fly to uh and one where one needs to connect through to

Get to certain places uh just as much as that’s impacted us from the passenger side it has had at least as much if not more of an impact on the freight side and a lot of facilities that had that had formerly had cargo capability now have mothballed that capability and

There are a lot of communities trying to figure out what to do with it i don’t have a crystal ball that basically says what’s what’s likely to happen to that other than to say that i i think that we are going to continue the trend towards consolidation of those freight facilities

Uh into uh into more the the larger hub airports and that the smaller regional and municipal facilities are likely to see less cargo facility uh i’m sorry less cargo activity over time uh the question of what to uh what to do with that capability is an interesting one um and

Certainly we have seen other communities that have started to look at those older uh those older airside facilities and start to think of are there other land side activities that they can be transferred over to uh and even with those there are other logistics uses that have needs for

Those kinds of pieces of land and boxes of those sizes you just need to take them outside of the fence depending upon what the overall network looks like in the area okay we have a few more questions coming in paul diebel is asking if one of you would please elaborate more specifically

On the characteristics of a freight village particularly inner city or highly urbanized location dan would you like to take this one sure i’ll start um i mean there basically are these these different terms that that have been used and when we were developing as part of

This project uh you know a typology or or a set of freight facilities um integrated logistics center and freight village more or less uh you know came together as as being you know very similar in concept um you know i i have seen some uh proposals and initiatives in new jersey

Which is a pretty urbanized area for for freight village uh concepts um but you know in in essence what what we’re looking at um there’s there’s usually at least one major uh you know interaction of the freight transportation system whether it be um like an intermodal uh uh terminal uh

That you know is linking uh uh the you know class one railroad with with the highway network um oftentimes now for a freight village it it may also have a direct linkage to a seaport or an airport or both and you know a freight village concept

This gets back again to some of the the zoning you know is a concerted effort to have that the type of zoning often pre-permitted sites that can facilitate you know heavy freight users to locate so you get a mix of direct freight or transportation you know carriers um uh and freight forwarders

Uh such as railroads and trucking companies but also oftentimes uh you know distribution centers warehouses um and sometimes light assembly and uh you know and they you know they they are um you know the alliance texas one is is the the largest uh kind of consolation of that um the

Rickenbacker in total is another good example of a cluster of development that that now is is a group of different freight transportation activities i think the term freight village might have actually originated in europe chris i don’t know if you want to jump in or clarify or add to that no i

Believe that that is absolutely correct i i think the the the issue with regards to specificity with regards to what we’re talking about it really is very much an industrial development uh that that maximizes the use of the transportation infrastructure that’s there particularly the multimodal concept so

That linkage of an intermodal node with uh with industrial development around it uh such in such a way that you can on the one side think of it from the public sector side of minimizing the number of trucks that might be going through that particular community and while thinking about it

For example from the standpoint of the rail operator maximizing the number and the size of trains that are using that particular stopping point on the network really from both sides it’s a really great way of making a connection um i have another question here that goes to

I’m sorry i’m really reading the wrong thing okay let’s try this one can you comment on the economic incentives governments give to developers of freight facilities in relation to the benefits obtained in particular is it viable to decline to offer any incentive since an earlier slide indicated incentives are pretty far down the

Criteria list i’ll take that one uh incentives are a very very tricky game in any sort of a site selection matter i can tell you that we advise our clients and most of the companies that i work with will will absolutely tell you uh within the four walls of their offices

That incentives are not where they make their uh their location decisions uh it does not make for good business policy to uh to to make a deal based upon a 20 million dollar grant when another location is giving you a better operational a better operational deal

All of that having been there a variety of reasons why that is um but the other thing to keep in the back of one’s mind is think back to the the location selection map that i showed earlier the process whereby on the left side of the side a

Slide we’re starting out with planning and we’re starting out with taking a look at location factors and things of that nature the thing to remember is that as we go from left to right on that slide we may be starting with dozens of different communities that the client is looking at

And as we get to the right and start to finally contact the community there may be only three to six locations that are in consideration three to six communities to to speak to ruth’s uh clarification before and as a result we’re dealing with three to six locations that have very very

Similar location criteria and therefore the community will look to incentives as a way of differentiating themselves of vis-a-vis their competition so to say that one can you know not necessarily engage in some kind of a conversation is is probably a little bit naive the advice that i would give communities

Is a little bit different though which is to say let’s not look at this as a means of buying a particular facility or an investment instead that if you’re actually engaged in a uh in a conversation with a company that’s looking to come into your community and they’re looking for you to

Uh to make some sort of an investment in them uh this can then become an opportunity for making sure that they make an investment in you as well this is an opportunity for for driving a discussion whereby you can build a stronger partnership between the public and the private sector side going forward

Okay thanks i’d like to just add to that because chris i think you hit upon um a cup it almost leads into a couple of uh what i think might be some some uh best practices almost in incentives or some of where i’ve i’ve seen it going one is the

The notion that there are different kinds of incentives that can be provided and so you know there’s a difference between giving say a property tax abatement versus helping to build stronger infrastructure to and from a site uh such that for example if that company were to uh leave whenever

They they might leave in the future at least the the incentive that you provided say you know water sewer or local roads or some other form of infrastructure could be a benefit to to other companies the the other notion and this touches on a question from before about uh a workforce is that

Uh there are some incentives and and florida is a place that i know uh well in terms of of their quick response training program uh where uh when a you know qualified uh business is you know locating in florida one of the primary uh incentives that’s available to them uh is is training

Uh workforce training dollars that uh that the residents um where they can basically set up a program typically with the local community college to make sure that the the you know the local employees have the type of uh training um you know to be productive and and

That type of training often while maybe specific to the business will will often you know help you in in in future jobs as well so those are just a couple ideas on the infrastructure and workforce side of trying to make incentives not only for the business but also you

Know a longer term investment in your community if i could just add one more thing uh this is ruth uh and i think the example that chris and then dan uh gave really illustrate that um the types of things dan was listing aren’t things that a community alone can

Offer they’re really things that happen collaboratively uh through a lot of different organizations public and private in the community like the community college example that he gave so i think it really points out the the need for dialogue and for collaboration in planning for this type of situation okay thanks next question

The florida example wanted a truck distribution center right next to the interstate other tables used five mile criterion what maximum distance to interstates are acceptable is it time distance number of truck turns for trucks boy that that really varies depending upon the uh the exact kind of

Infrastructure and the exact kind of uh facilities that we’re talking about um but uh i think that i mean unfortunately without giving a specific answer to that the the the short answer is going to be the closer the better if we’re talking about something like a major distribution center something

That’s going to be handling dozens to hundreds of trucks uh that really can’t be any more than you know a couple of turns off of a major roadway okay um right and just quickly on the florida example um the part of the reason i highlighted that

And why it was important there was that uh with some other sites that they had developed in other parts of the country they did not have direct access to the interstate they were you know in that three to four you know turns away and and it was creating a lot of

Conflicts and so you know that closeness right off the ramp made a big difference next question with the proposed expansion of passenger rail services in many freight rail corridors how do these proposals affect the feasibility of terminal or distribution facilities either existing or potential new ones in those corridors

It’s an interesting debate that’s been developing over the past uh certainly a couple of years uh in some cases the you know particularly with regards to the initiatives for high-speed passenger rail there has been some effort that’s been made to make sure that those corridors where whereas they may have

They may use what were historically uh freight rail corridors uh that they are they are kept somewhat separate from the major freight the the major current freight rail corridors and that therefore there’s no conflict between the two there are uh unfortunately and ironically some areas of the country whereby this

Kind of infrastructure is needed desperately by both passenger and freight whereby these things are very likely to come into conflict and i’m thinking particularly the northeast as well as areas of the california coast uh it remains to be seen exactly how this is going to work out okay

Uh next question what is the role of the federal government in providing a national freight transportation policy and funding support for intermodal logistics incentives um there’s a flip answer that i could give and i’m going to hold on doing that the the answer is i believe at the moment

That with regards to freight freight transportation movement the fhwa has been doing a variety of studies that could inform public policy most of the freight studies have actually been performed at the state level however with regards to incentives there are to my knowledge none of the incentives to the extent that we have

Been talking about them to this point um are offered at the federal level the one caveat that i would put to that however is that several of the tiger grants one interpretation of the tiger grants that that have been made available over the past several years

Uh are that they could be used for transportation and infrastructure improvements that would be broadly in support of economic development and several things that we’ve been talking about here would fall into those categories well and chris just uh because you you read my mind um a few

At least a couple of the major tiger awards in the first round uh including uh one in support of the crescent quarter was they were specifically for intermodal rail terminals so um there there is some uh uh precedence if you will or at least uh there you know there’s some um

Evidence that the usdot was helping to fund some intermodal uh freight terminals now you know that that said those were also often projects where the the uh private and state contribution was significant which which is a big driving factor in tiger awards uh in general but uh

But you know i agree with you there’s been a long call i think in long recognition that with rage transportation since most of the trips cross or at least a high percentage across state lines and are long distance that a more comprehensive freight transportation sort of policy and strategic investment program uh

You know is i think where we’re going eventually the in the key word there is eventually it would certainly be helpful okay um the next question is as a member of the local team that developed the family or supported development of the family dollar project we experienced

A focus on achieving really quick site development is that a common focus of these type projects dan you want to talk to a family dollar specifically and then i’ll talk broadly uh sure i mean i know that there was uh you know incredibly responsive um uh you know local economic development

Activity by you know by the professionals in the area uh and you know time to market uh you know how quickly you you can get a facility up and running is is certainly a big factor especially i think for some of the warehouse and distribution facilities where they really want to move

Um my sense is that some of the other types of facilities uh often are a bit longer in the in the making but but chris why don’t you comment on that yeah i would suggest two things in particular that are that are making the the execution of site selection decisions uh that

Has really accelerated certainly over the past several years uh the first is more broad and that’s the availability of standardized data that’s uh that’s available through computer systems and a variety of other things uh it’s made it so that companies have a lot of the data at their fingertips um

That allow them to make decisions in a more informed and in a quicker fashion such that by the time that they can get out into the field they are much further along and are much uh much closer towards the point where they’d like to execute the other is however a little bit more

Of a factor of the economy of the past several years many of the clients that i have worked with have been dealing with urgent business issues that they have needed to solve for some time but have been hesitant to make an investment in capital be it facilities be it uh what have you

Um because they are uncertain of how the economy is going to turn uh in some cases this is also because they just they simply don’t have the uh the the management bandwidth because they have cut themselves so uh so far back what this means in practice is that by

The time that a company is actually out in the field and starting to make their final location decision it is possible that the need for that facility has been several years in the making that that company is really struggling to uh to make its over their other business goals and that it

Desperately needs to get that facility up and operating um and as they say in most customer service things the uh your clients problem therefore becomes your problem the economic development folks the planning folks the transportation planning folks i know have been under a tremendous amount of pressure to

Accelerate projects when they come to the table okay thanks um the last question we have here is it naive to think that the type of freight can be regulated for instance in my community the population had no objection to the freight that the commercial trains carried until a garbage transfer station

Proposed transporting garbage using the same freight rails the explosion of resident objections caused the project to be put on hold for further investigation but it seems to me that the public good would have been would have prevailed by using rail rather than trucks to transport the trash any comment especially with regard to

Controlling train transport of hazardous substances which was a primary objection in my experience certainly the the public voice has a very strong say to to be made um taking away from the the current example because i think it’s an incredibly valid example and it’s one that happens fairly frequently i would suggest that

That educating the public with regards to both the you know certainly the drawbacks the concerns and the risks as well as the benefits is is something that that needs to be taken into account uh the big picture uh so that we can examine the uh the concerns to determine

Whether they are valid or how they would actually express themselves uh in an actual situation uh as well as frankly what the alternatives would be and this is where i think the the garbage on the the rail one is a particularly apt one uh in many cases i have seen uh public

Objection to one solution to a problem turn into one that actually became a little bit more noxious for the community as it went forward um the the law of unintended consequences um to answer the question more directly i think that there’s a tremendous voice that the public has uh and i think that

The more that the public can come to the to the dialogue in a more informed and educated way and have a really good understanding of all of the options that are available on the table the more fruitful that discussion can be i mean then i would just quickly add

That that there certainly are examples of of uh garbage moving by by train um so there there certainly could be examples to bring forward as part of that process i know for example in in new york city one of the uh they’ve been working for years on

On the logistics of how they move all the the trash and garbage that the city is generating and and it’s actually one of the biggest uh rail commodities uh that that they have so it doesn’t mean it’s easy or that people will just accept it but but there

Certainly are are examples of it okay thanks that is the end of the question all right great um well thank you so much uh ruth and chris and dan and also linnea for being our moderator for today um for those of the attendees who are still

With us i’m gonna go through just a few reminders in a few moments so if you want to hear about logging your cm credits and where to find a recording just stay tuned for just a moment and thanks again to our presenters and our moderator for today for a fantastic session

All right for those of you who are still in attendance i just want to go through a few reminders first off to log your cm credits for attending today’s webcast please go to www.planning.org cm select today’s date friday november 18th and then select today’s webcast the economy in motion what planners and

Local officials should know about the development and setting of siting of freight facilities and we are also recording today’s webcast and you will find a recording of it and a six slide for page pdf at www.utah.ap webcast dash archive and this does conclude today’s session and i want to

Thank everyone again for attending

ID: 3d0FFTNaiMA
Time: 1343345381
Date: 2012-07-27 03:59:41
Duration: 01:16:35

منبع